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Figure 2-3.  lOS Controls
ABNORMAL FLIGHT

TM-55-6930-212-10 Pyrometer and Thermocouple Tester Field Type N-3A Manual
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TM 55-6930-212-10 2-13.  MOTION SYSTEM. 2-14.  The  simulator  compartment  is  mounted  on  a  six-degree-of-freedom  (6-DOF)  motion  system  that  consists  of  a moving  platform  assembly  that  is  driven  and  supported  from  below  by  six  hydraulic  actuators.    The  motion  system provides  cues  for  pitch,  roll,  yaw,  lateral,  longitudinal,  and  vertical  movements.    To  produce  realtime  dynamic  motion cues, system motion can be either independent (without simultaneous motion in any other degree of freedom) or in any desired combination. 2-15.  Flight simulation includes combined motion that represents changes in aircraft attitude that result directly from use of flight controls, rough air and wind, changes in aircraft weight and center of gravity that result from fuel consumption, winching operations, cargo loading, troop displacement, or weapon and ammunition depletion.  Motion effects such as blade imbalance, blades out-of-track, and touchdown impact are also simulated. 2-16.  Within  the  system  mechanical  limits,  the  simulator  computer  programs  cause  the  motion  system  to  respond realistically  to  aerodynamic  forces  and  moments.  After  the  computed  accelerations  have  reached  zero,  all  motions except  pitch  are  imperceptibly  washed  out  to  neutral.    Pitch  attitude  is  maintained  as  necessary  to  simulate  sustained longitudinal acceleration cues.  Acceleration onset cues are scaled as large as possible for full use of the range of motion capabilities of each degree of freedom. 2-17.  Depending  upon  which  flight  profile  is  being  used,  the  motion  system  responds  to  computer  input  signals  as discussed in the following paragraphs. 2-18.  GROUND CONDITIONS. 2-19.  The motion system simulates motion of the aircraft on the apron, taxiway, and runway.  The motion is a random, low-frequency, low-amplitude, multidirectional oscillation with reasonably abrupt application.  This includes irregularities of unimproved or unprepared surfaces, longitudinal effects due to abrupt brake applications, and lateral effects due to asymmetrical braking. 2-20.  TAKEOFF AND LANDING. 2-21.  Transition  to  flight  is  indicated  by  abrupt  cessation  of  the  random  oscillation.    The  motion  system  provides  the indications  of  takeoff  and  maintains  an  attitude  appropriate  for  hover.    Appropriate  motion  effects  occur  as  a  result  of changes in simulated accelerations during transition to flight. 2-22.  Similar  effects  are  reproduced  during  the  landing  phase,  causing  appropriate  longitudinal  and  vertical  vibration effects to occur as in the helicopter.  The motion system reproduces the landing impact according to the existing aircraft attitude  and  vertical  and  sideslip  velocities.    When  vertical  momentum  is  too  great,  landing  bounce  is  simulated. Pitching  and  rolling  effects  of  single  or  multi-gear  contact  are  reproduced,  and  the  magnitude  of  the  bounce  depends upon the current landing weight.  The longitudinal effects of brake application are also simulated. 2-23.  NORMAL FLIGHT. 2-24.  The motion system simulates the complex and repeated cues occurring during all the maneuvers associated with airwork.  Varying degrees of turbulence 2-5







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