From the editor: Motion—real and virtual

Different simulator training companies offer different capabilities. The biggest is FlightSafety International, which has been around since the 1950s. It has 300 full-motion simulators and has trained thousands of pilots at its learning centers around the world. CAE SimuFlite is another high-profile global training organization with a large client base. TRU Simulation and Training, which is owned by Textron—the parent company of Cessna and Beechcraft—is another prospering company that offers simulation-based training to business jet pilots. All these companies use a range of full-motion simulators equipped with sophisticated visual systems. Then there’s Simcom Training Centers, another major player with thousands of customers, which uses both full-motion and stationary simulator cabs.

Although the cab may not move, the body plays right along when that Panavision-like view out the cockpit moves in response to control inputs. You swear that you are moving, and even “feel” G forces that don’t really exist.There’s a hierarchy among full-motion simulators. It runs from advanced aviation training devices (AATDs), such as Redbird Flight Simulation’s FMX, up through increasingly sophisticated simulators from Levels A through D. Each level allows greater credit toward more maneuvers, and requires more quality tests for certification. Level A lets you log instrument approaches and other maneuvers (such as intercepts and holds), but visual displays may be limited to either day or night conditions. Level B does the same, but some of these have FAA waivers that let you log landings as well. Level C gives you credit for approaches, including circling-to-land maneuvers, plus takeoffs and landings—including the use of thrust reversers. Level D is the most faithful to a specific airplane’s aerodynamic behavior—even in ground effect—and allows full credit for all the above, in day, night, or dusk conditions. Learn in a Level D simulator and you can legally step from flying the simulator to flying the real airplane.

For this month’s “Turbine Pilot: Sim Warmup,” we spent some time observing specialized training in Simcom’s new TBM 930 simulator. Like the company’s TBM 700, TBM 850, Pilatus PC–12, and Mitsubishi MU–2 simulators, this simulator cab doesn’t move. Instead, Simcom uses a widescreen, wraparound visual system that has three huge Sony projectors and an RSi Visual Systems display with its own geographical data. Maneuver the airplane, and the visual system projects corresponding imagery that rolls, pitches, and yaws like the real thing.

Some pilots downplay the quality of this visual-only motion. I disagree. Although the cab (containing an actual TBM 930 cockpit) may not move, the body plays right along when that Panavision-like view out the cockpit moves in response to control inputs. You swear that you are moving, and even “feel” G forces that don’t really exist.

No, there’s no credit for takeoffs or landings. But there’s something wrong if you got this far along in your flying career without having a pretty darn good native judgment of the sight picture when the wheels meet the runway.

Simcom fills a vital niche when it comes to training services for legacy airplanes such as Piper Cheyennes, Twin Commanders, IAI Westwinds, Lear 30/35s, Cessna Conquest I/IIs, and Hawker 800s—all of which use full-motion simulators.

But to bash Simcom for its “non-motion” simulators is a waste of energy.AOPA

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