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TO MANY PEOPLE in the aeronautical world a flight simulator is a training device ranging in complexity from the old Link Trainer to the latest fully representative airline simulator, in which aircrew can practice operating procedures and emergencies at a fraction of the cost of airborne training, and without risk.

FLIGHT simulators have been in use for many years as training aids and research facilities for fixed wing aircraft. Some helicopter simulators have been built for both training and research purposes but, in the main, these devices have treated the Helicopter problem by considering the aircraft as having similar characteristics, once air‐borne, to the fixed wing aircraft. Such simulators have not, therefore, been capable of simulating hover and vertical movement particularly from the visual point of view. Some helicopter research simulators have, however, been used in the United States but the limitations of these machines were such that they were never developed as training aids.

An essential part of the validation process of flight simulators has been the comparison of the simulator and aeroplane flight modes of motion for set manoeuvres. A simulator‐to‐flight match is essential for the full range of manoeuvres, both in‐flight and on‐the‐ground, if the simulator is to be used for all usual and unusual scenarios. This is particularly true in ground level manoeuvres where data are not available and pilots need to be trained for situations that are too dangerous to practise in real aircraft and too important to neglect. Aircraft in‐flight modes are used to verify simulator behaviour. However, ground‐contact – an important part of pilot training – modes are not used to verify fidelity. A full systems approach is discussed and a taxonomy of in‐flight and ground‐contact modes provided for the full range of operations, from brakes‐off through taxiing, take‐off, landing and parking. The full taxonomy of modes is needed to ensure that the dynamic behaviour of the simulator is realistic for all in‐flight and ground‐contact scenarios and thereby ensure that the training is realistic for the full range of conventional and dangerous manoeuvres.

The purpose of this study is to lead to an improvement in pilot-aircraft interaction. The goal of the performed tests is an assessment of haptic feedback, which mediates flight parameters to the pilot. Pedals indicate side-slip angle by vibrations, whereas a sliding element inside the control stick is able to continuously indicate both angles of attack and side-slip.

Haptic feedback applied on rudder pedals and control stick were tested on a flight simulator and flight tests in a couple of tasks. Pilot workload, readability of feedback and side-slip were then evaluated when the flight was turning.

As a useful instrument for aircraft control, haptic feedback was assessed. The feedback settings were then individually perceived, and haptic feedback slightly improved side-slip while turning in a flight test; however, the results are not statistically significant.

The tests provided promising results for human pilot performance. The training phase and personal settings of haptic feedback is an approach for improving the performance of human pilots.

The designed and tested device is a unique tool for improving pilot-aircraft interaction. This study brings valuable experiences from its flight simulator and in-flight tests.

The peer review history for this article is available at: https://publons.com/publon/10.1108/AEAT-12-2019-0265/

The purpose of this paper is to define and determine quantifiable measurements for head‐tilt and pilot fatigue by detecting and measuring the six degrees of freedom (6DOF) head motion of test subjects performing flight simulation operations.

First, a flight simulator that met the needs of the research project was designed and fabricated. Second, the tracking system was tested and deemed operable through a series of shakedown runs. Then, the head motion of test subjects was detected and measured using infrared technology. Finally, the data collected were used to establish definitions for head‐tilt and pilot fatigue.

Head‐tilt and pilot fatigue were defined and evidence of their presence was observed in the head motion data.

The goal of this research is to reduce aircraft accidents upon landing and take‐off for general, commercial, and military aviation to include unmanned aerial vehicles.

Literature which covers the definition and measurement of a pilot's head motion in flight is unclear. By defining the optokinetic phenomena of head‐tilt and precisely measuring pilot head motion and developing and using tests of pilots based on the results to screen for head‐tilt, the number of land aircraft veering off runways during both landing and takeoff can be reduced. Also, the number of aircraft overshooting the flight deck on an aircraft carrier can be reduced, as well as fewer crashes upon landing of unmanned aerial vehicles.

Under the terms of a multi‐million pound export deal Crawley‐based Redifon Simulation Limited will supply flight simulators for the new 757 and 767 airliners to the Boeing Commercial Airplane Company in Seattle.

New wrap‐around visual display technique provides a realism not previously attainable from any crew position on the flight deck.

The purpose of this paper is a development of a virtual flight test framework with derivative design optimization. Aircraft manufactures and engineers have been putting significant effort into the design process to lower the cost of development and time to a minimum. In terms of flight tests and aircraft certification, implementing simulation and virtual test techniques may be a sufficient method in achieving these goals. In addition to simulation and virtual test, a derivative design can be implemented to satisfy different market demands and technical changes while reducing development cost and time.

In this paper, a derivative design optimization was applied to Expedition 350, a small piston engine powered aircraft developed by Found Aircraft in Canada. A derivative that changes the manned aircraft to an Unmanned Aerial Vehicle for payload delivery was considered. An optimum configuration was obtained while enhancing the endurance of the UAV. The multidisciplinary design optimization module of the framework represents the optimized configuration and additional parameters for the simulator. These values were implemented in the simulator and generated the aircraft model for simulation. Two aircraft models were generated for the flight test.

The optimization process delivered the UAV derivative of Expedition E350, and it had increased endurance up to 21.7 hours. The original and optimized models were implemented into virtual flight test. The cruise performance exhibited less than 10 per cent error on cruise performance between the original model and Pilots Operating Handbook (POH). The dynamic stability of original and optimized models was tested by checking Phugoid, short period, Dutch roll and spiral roll modes. Both models exhibited stable dynamic stability characteristics.

The original Expedition 350 was generated to verify the accuracy of the simulation data by comparing its result with actual flight test data. The optimized model was generated to evaluate the optimization results. Ultimately, the virtual flight test framework with an aircraft derivative design was proposed in this research. The additional module for derivative design optimization was developed and its results were implemented to commercial off-the-shelf simulators.

This paper proposed the application of UAV derivative design optimization for the virtual flight test framework. The methodology included the optimization of UAV derivative utilizing MDO and virtual flight testing of an optimized result with a flight simulator.

As part of the V.10 F programme financed by Service Technique de la Production Aeronautique (STPA), AEROSPATIALE and DASSAULT — BREGUET have joined forces to produce a single Falcon 10 wing entirely made of carbon fibre. This wing has just been sent from the AEROSPATIALE Company's Nantes factory to the Toulouse Aernautic Testing Centre. A second wing will also be built, but this time, by DASSAULT‐BREGUET Biarritz plant. The two wings will be used for static fatigue testing. The programme calls for another pair of wings, one to be made by each of the same firms. They will later be mounted to a Falcon 10 for flight testing.

The purpose of this paper is to study of how a virtual technology burden was created that impacted the professional pilot college student and various colleges/universities that offer professional pilot degree programs. A cascading set of events began as a result of US congressional reaction to a tragic airline accident. The resulting legislation forced the Federal Aviation Administration to publish new rules for first officer qualifications that were unmindful of the recommendations of professional pilot groups for simulation-based training. Ultimately, this placed a financial burden on both the college/university training curriculum and on the professional pilot student.

This paper adopts a case study approach.

Because of US congressional over-reaction, a collegiate system which produced excellent first officer candidates who had below 500 flight hours and who had been demonstrated scientifically to be efficient, skilled, and safe, was upended. The flight hour requirements were increased fivefold with little regard to its impact on the pilot pool. Congressional legislation forced the FAA to create and publish new rules that were unmindful of the simulation recommendations of professional pilot groups and required virtual simulation technology new to the college/university training environment.

Traces the effect of government interference into a previously stable continuum of college-prepared airline pilots who are safe and effective.