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#61
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In message , Bjørnar Bolsøy
writes I was wondering if anyone in this NG play simulators? If so, which one? What's the best out there, currently. There is no "best one". (Purists would say that the only realistic simulator soaks you in gasoline and ignites you if you get shot down... but that's an artifact of any simulation of combat) First question, what phase of history interests you? Stick-and-string biplanes, WW2, fast jets? Those are the three main areas (Korea is generally underrepresented, IMHO, but WW2 is the period I find I like best on current implementations) Secondly, do you want a 'realistic' detailed simulation where you're trying to synchronise RPMs and manage manifold pressure on your engines, or do you want a 'combat' simulation where the engine controls consist of 'a throttle' and you're left free to concentrate on flying around blowing things up? (Personally I like the latter...) My current flight sim is "Il-2 Forgotten Battles", having enjoyed the predecessor. WW2 period, a less-travelled theatre, and a very good execution; with the ability to turn the detail up or down as desired. (In my case, down: I can't get good enough SA with a monitor view, compensate by pegging the stick to turn and see what's going on, and without flicking that handy difficulty switch end up stalling and spinning... and once a LaGG-3 decides to spin, it doesn't want to stop. Less realistic but more fun to 'make' the simulated aircraft be forgiving) -- When you have to kill a man, it costs nothing to be polite. W S Churchill Paul J. Adam MainBoxatjrwlynch[dot]demon{dot}co(.)uk |
#62
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"WaltBJ" wrote in message om... The big problem PC 'pilots' will run into if they have really gotten into 'flying' the PC is that when they get into a real airplane to learn to fly the instructor will be concentrating on teaching them how to control the aircraft by looking !outside! at the real world and not concentrating on the gauges. 'IFR/IMC' flying comes into play much later - first you have to learn to land the airplane and that is done looking outside! Also since most of your initial flying will be done in the vicinity of the airport it's a damn good idea to watch out for other aircraft - 'blue on blue' the hard way is generally not survivable. That said, I reiterate that you can keep your instrument scan/crosscheck up to snuff using a decent PC program more conveniently and a lot cheaper than renting an aircraft or decent instrument trainer (AST300 or similar.) Walt BJ Hi Walt; It's funny picking you up in this thread for two reasons. I was thinking about you just this morning after I downloaded an absolutely beautiful zipper for my FS2004 :-) Secondly, my sentiments about the desktop simulators are about in line with yours and Mary's. I've actually done some work in this area, both as a consultant to sim software developers, and as an instructor dealing with the issue with students. I have some strong opinions about it, and have spoken to the issue many times in seminars with CFI's. First of all, I make a huge differentiation between the general desktop simulators and the simulators used professionally by both the professional airline and military communities. Both have one striking similarity however, and that is the fact that in my opinion, both can actually retard the learning curve if used during the initial stages of flight training, where sight picture, physical sensation, and especially required control pressure is a factor. I like simulators to be integrated into the flight training program after solo for just these reasons. I've found them extremely useful for practicing instrument and emergency procedures. The old Link ANT18 (blue and yellow peril :-) was a good way to learn how to fly a low freq range, but hardly what I'd use to teach someone to fly an airplane :-)) In the T-Bird days, we had the old C11B simulator where you could learn to use that damn zero reader correctly...but you couldn't handle the T33 without training in the airplane of course. The desktop sims, especially Microsoft's effort, are a wonder of software engineering for the layman. I've worked with MS on their new simulator, and it's a great program that offers a substantial look into our world for those who might not ever get the chance to fly otherwise. I'm amazed at exactly what MS has managed to achieve with their effort. I use the sim when I have the time, and I have to admit, it's VERY well done. I understand that the services have ok'd it's limited use for training. Still, as a flight instructor, I absolutely would demand that any student of mine stay completely away from ANY simulator, ESPECIALLY a desk top simulator until after solo for the reasons I have given. BTW, while I have your ear, can I ask you..... just how audible was that God awful howl that was the result of the marriage between the zipper, the J79, and the IGV's on the airplane? Could you actually hear that mess through the helmet between 80 and 90% ???? :-))) All the best as always, Dudley Henriques International Fighter Pilots Fellowship Commercial Pilot/ CFI Retired For personal email, please replace the z's with e's. dhenriquesATzarthlinkDOTnzt |
#63
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"Dudley Henriques" wrote in message ink.net... "WaltBJ" wrote in message om... The big problem PC 'pilots' will run into if they have really gotten into 'flying' the PC is that when they get into a real airplane to learn to fly the instructor will be concentrating on teaching them how to control the aircraft by looking !outside! at the real world and not concentrating on the gauges. 'IFR/IMC' flying comes into play much later - first you have to learn to land the airplane and that is done looking outside! Also since most of your initial flying will be done in the vicinity of the airport it's a damn good idea to watch out for other aircraft - 'blue on blue' the hard way is generally not survivable. That said, I reiterate that you can keep your instrument scan/crosscheck up to snuff using a decent PC program more conveniently and a lot cheaper than renting an aircraft or decent instrument trainer (AST300 or similar.) Walt BJ Hi Walt; It's funny picking you up in this thread for two reasons. I was thinking about you just this morning after I downloaded an absolutely beautiful zipper for my FS2004 :-) Secondly, my sentiments about the desktop simulators are about in line with yours and Mary's. I am pleased FAA has taken a different position. |
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To address the initial question, the best modern air combat sim (this is
..military after all) is IMHO the Flanker 2/Lo-mac suite of simulations. Falcon 4 has a dynamic campaign, and a highly interactive cockpit, but lomac has more planes (Su-27, Su-33, Mig-29, Su-25, F-15, A-10) as well as the more accurate flight model (and naval ops!). A huge number of other planes, choppers, ships, and land vehicles round out the package (good eye candy too!). Rumor has it that the Russian military used a similar flight model in their trainers as in the previous version of the sim, v1.5 (Victor Pugachev -sp?- praised it highly, but then he was associated with the product so take that for what it's worth). More details (and demo and plenty of videos) at http://www.lo-mac.com. Tony "Bjørnar Bolsøy" wrote in message ... I was wondering if anyone in this NG play simulators? If so, which one? What's the best out there, currently. Regards... |
#65
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"Tarver Engineering" wrote in message ... "Dudley Henriques" wrote in message ink.net... "WaltBJ" wrote in message om... The big problem PC 'pilots' will run into if they have really gotten into 'flying' the PC is that when they get into a real airplane to learn to fly the instructor will be concentrating on teaching them how to control the aircraft by looking !outside! at the real world and not concentrating on the gauges. 'IFR/IMC' flying comes into play much later - first you have to learn to land the airplane and that is done looking outside! Also since most of your initial flying will be done in the vicinity of the airport it's a damn good idea to watch out for other aircraft - 'blue on blue' the hard way is generally not survivable. That said, I reiterate that you can keep your instrument scan/crosscheck up to snuff using a decent PC program more conveniently and a lot cheaper than renting an aircraft or decent instrument trainer (AST300 or similar.) Walt BJ Hi Walt; It's funny picking you up in this thread for two reasons. I was thinking about you just this morning after I downloaded an absolutely beautiful zipper for my FS2004 :-) Secondly, my sentiments about the desktop simulators are about in line with yours and Mary's. I am pleased FAA has taken a different position. No John, I'm afraid the FAA hasn't taken a contrary position at all . Since I'm fairly familiar with this issue, having worked on it a bit myself, I've pasted in the entire PCATD cert advisory for you to browse if you wish. You will note that nowhere in the text does the FAA even come anywhere close to recommending a simulator during the initial phases of flight training, which was my salient point. The entire PCATD push is geared ONLY toward instrument procedures and practice as a certified replacement for flight time. Even this stresses the move toward an instrument rating, which as I said, and it's fairly safe to assume, is well past the pre solo stage for any "normal pilot". Of course I can't speak for you. :-) This is EXACTLY in line with what I have posted here on this issue, which of course I assume you already know anyway. Of course; please feel free to select the text in the advisory you feel takes a "contrary position" by the FAA to what I posted. Then we can take it on sentence by sentence. You'd like that I'm sure......counting responses and all. I'm not busy tonight...go for it!! :-)) Dudley Henriques International Fighter Pilots Fellowship Commercial Pilot/ CFI Retired For personal email, please replace the z's with e's. dhenriquesATzarthlinkDOTnzt Subject: QUALIFICATION AND APPROVAL OF PERSONAL COMPUTER BASED AVIATION TRAINING DEVICES Date: 5/12/97 Initiated By: AFS-840 AC No: 61-126 1. PURPOSE. This Advisory Circular (AC) provides information and guidance to potential training device manufacturers and aviation training consumers concerning a means, acceptable to the Administrator, by which personal computer-based aviation training devices (PCATD) may be qualified and approved for flight training toward satisfying the instrument rating training under the provisions of Title 14 of the Code of Federal Regulations (14 CFR) parts 61 and 141. While these guidelines are not mandatory, they are derived from extensive Federal Aviation Administration (FAA) and industry experience in determining compliance with the pertinent parts of 14 CFR. Mandatory terms used in this AC such as "shall" and "must" are used only in the sense of ensuring applicability of this method of compliance. PCATD's are distinct from flight training devices (FTD) qualified under AC 120-45, Airplane Flight Training Device Qualification, and flight simulators qualified under AC 120-40, Airplane Simulator Qualification. It also provides acceptable criteria under which the airplane or FTD flight-hour training time required for an instrument rating may be reduced by using PCATD's that have been determined to meet acceptable FAA standards. This AC details only one means of determining the acceptability of such devices for use in instrument training curricula. 2. RELATED 14 CFR SECTIONS. Sections of the regulations to the information in this AC are in parts 61 and 141. 3. DEFINITIONS. a. PCATD. A device which: 1. Meets or exceeds the criteria shown in Appendix 1. 2. Functionally provides a training platform for at least the procedural aspects of flight relating to an instrument training curriculum. 3. Has been qualified by the FAA. b. Qualification Guide. Design criteria to assist in the evaluation and qualification process for PCATD's. A Qualification Guide is included in Appendix 1. 4. BACKGROUND. During the past several years, there has been significant development in training aid and training device technology. This includes the development of aviation-related computer hardware and software applications. There is considerable interest in making use of new technology which may provide increased training capability at decreased cost. This AC reflects the FAA's objective to formally recognize the potential of aviation training devices for use in general aviation instrument flight training. a. Flight Task Procedural Skills. Flight task procedural skills have traditionally been trained almost exclusively during in-flight training. Ground training has been used to impart required aeronautical knowledge. Recent studies, however, have suggested that procedural understanding of instrument flight tasks can be taught during ground training using devices such as those described in this AC. Two of the most recent studies were conducted by the Embry Riddle Aeronautical University and the University of Illinois. b. Evaluations of PCATD's and Associated Aviation Training Software. The FAA has evaluated several computer hardware and software applications at the request of manufacturers and potential users. These evaluations were conducted to determine whether certification of airman recency of experience requirements reasonably could be met using such devices under applicable provisions of part 61 or part 141. A study conducted by the University of Illinois, titled "Transfer of Training Effectiveness of Personal Computer-Based Aviation Training Devices: Final Report", dated October 1996, examined each task addressed in the AC. The director of the study affirmed that all instrument training tasks allowed by this AC have a positive transfer effectiveness, or no statistically-significant negative transfer effectiveness. Given this background, the FAA has determined that there is sufficient justification to allow the use of PCATD's meeting acceptable standards as creditable devices for meeting some of the training requirements for an instrument rating under the applicable provisions of part 61 or part 141. 5. AUTHORIZED USE. a. Instruction by an Authorized Instructor. Qualified PCATD's may be highly beneficial when used under the guidance of an authorized instructor to achieve learning in certain procedural tasks such as area departures and arrivals, navigational aid tracking, holding pattern entries, instrument approaches, and missed approach procedures. Accordingly, the FAA has determined to continue the policy that any time instruction is to be used to log time toward meeting any requirement of the regulations, an authorized instructor must have presented the instruction. b. Reducing Flight Hours Through Ground Training. This AC provides for some training time on PCATD's meeting acceptable FAA standards to be used to reduce the total flight hour that otherwise would have to be accomplished in an aircraft or a flight training device to meet the requirement for an instrument rating under part 61 or part 141. PCATD's determined to meet the criteria established by this AC may be used in lieu of , and for not more than, 10 hours of time that ordinarily may be acquired in a flight simulator or flight training device authorized for use under part 61 or part 141, However the FAA has not authorized the use of PCATD's for conducting practical tests nor for accomplishing recency of experience requirements. 6. GUIDELINES FOR QUALIFICATION OF PCATD's. a. One qualification is required for each model of PCATD. Normally, the qualification will be obtained by the manufacturer. It will be valid for all serial numbers of that model, provided that no value for criterion in Appendix 1 is changed. b. Should a PCATD be modified in any manner, a revised Qualification Guide must be submitted to the FAA, accompanied by a request for qualification as modified, as described in paragraph 6d below. c. Qualified PCATD's may be used by part 61 schools without further approval, and should be used in accordance with the guidance provided in paragraph 7. Qualified PCATD's may be approved for use in a part 141 pilot school as outlined in paragraph 8. d. To request qualification of a PCATD, manufacturers should send a request for qualification to the General Aviation and Commercial Division, Airman Certification Branch, AFS-840, 800 Independence Avenue, SW., Washington, DC 20591. The request for qualification must include a qualification guide stating a value for each item in Appendix 1. Each value must meet or exceed the minimum value sated in Appendix 1. The request for qualification should be submitted at least 60 days before any training using the PCATD involved is scheduled to commence. This time frame is necessary to permit the FAA to properly review and evaluate the PCATD. Upon Finding the PCATD acceptable, the FAA will approve the qualification guide and return it to the manufacturer. The manufacturer must ensure that the PCATD meets the criteria stated in the qualification guide. The PCATD may be evaluated at the manufacturer's facility or at another site that may be mutually agreeable to the manufacturer and the FAA. 7. ACCEPTABILITY OF PCATD's FOR USE UNDER PART 61 a. To be acceptable for use in part 61, a PCATD must: 1. Be capable of providing training in all elements for which it will be used. Those elements should be specified in a curriculum. 2. Meet the description and criteria established in this AC. b. The PCATD should be used in a curriculum which will provide for: 1. A scope and content which should be in general compliance with part 141. 2. Not more than 10 hours of flight instruction in a PCATD in lieu of 10 of the 20 hours of flight instruction allowed for a flight simulator or FTD. The 20-hour allowance for a flight simulator or an FTD and the 10-hour allowance for PCATD's are not additive. If a PCATD is used for the maximum of 10 hours, that 10 hours shall be a part of the 20-hour maximum allowance for a flight simulator or flight training device. 3. Instructional materials for flight events. 4. An outline of stage (phase) checks and criterion levels of performance. 8. APPROVAL OF PCATD's FOR USE UNDER PART 141. a. To be approved for use under the provisions of part 141, a PCATD must: 1. Meet the description and the criteria established in this AC. 2. Be capable of providing training in all elements in which it will be used, as specified in the syllabus. 3. Be used for not more that 10 hours of flight instruction time in lieu of 10 hours of the flight instruction time in a flight simulator or flight training device time allowed by part 141. The 10-hour allowance for use of a PCATD and the 15-hour allowance for flight simulator or flight training device under the provisions of part 141 are not additive. If a PCATD is to be used in the certificate holder's part 141 curricula. It is not the intent of the FAA to require each user to seek individual PCATD qualification from the jurisdictional FSDO. 9. REPORTING PCATD TRAINING DATA. While there is no requirement to do so, annually, during the anniversary month of FAA qualification or approval of a PCATD, as applicable, pilot schools and other persons utilizing PCATD's under part 61 or 141 in accordance with this AC in an instrument rating curriculum are requested to provide the General Aviation and Commercial Division with the information shown below. This information will be used to validate the permissible use of PCATD's and to determine whether additional permissible use or regulatory amendment to provide for such use is warranted. The information provided should be sent to the address shown in paragraph 6d. The report should contain: a. The name and address of the individual, organization, and pilot school certificate number (if applicable) providig the training; b. The number of persons enrolled in the instrument rating course in which the PCATD is used; c. The number of flight hours each graduate required to satisfactorily complete the course of training; d. The number of graduates who passed the instrument rating practical test the first time; and e. Any other information deemed helpful in determining the level of effectiveness of the devices used as authorized under the provisions of this AC; e.g., the portion of the curriculum attributable to the PCATD used, the grading scheme used, and how the instructional management of training using the simulation device differs from that using an aircraft. 10. REQUEST FOR INFORMATION. Requests for additional information or guidance about using training devices should be directed to AFS-840 at (202) 267--8196. W. Michael Sacrey Acting Deputy Director Flight Standards Service APPENDIX 1. PERSONAL COMPUTER-BASED AVIATION TRAINING DEVICE (PCATD) QUALIFICATION GUIDE This qualification guide provides a means for qualifying PCATD's for use as FTD's in part 61 or approved part 141 instrument training curricula. This Qualification Guide may be used to determine that a PCATD meets or exceeds minimum acceptable FAA design criteria. PCATD's qualified in accordance with this AC may be used for instrument training tasks only. They may not be used for testing or checking. Each qualification Guide submitted to the FAA for evaluation must state what type airplane or family of airplanes is being replicated and used as the basis for the following criteria. PCATD DESIGN CRITERIA Controls. A PCATD must provide some physical controls and may provide some virtual controls. 1. Physical controls should be recognizable as to their function and how they can be manipulated solely from their appearance. Physical controls eliminate the use of either a keyboard or mouse to control the simulated aircraft. 2. For the purposes of this guide, virtual control is any input device to control aspects of the simulation (such as setting aircraft configuration, location and wind) and to program, pause, or freeze the device. Virtual controls should be primarily for instructor use. Control Requirements. 1. A physical, self-centering, displacement yoke or control stick that allows continuous adjustment of pitch and bank. 2. Physical, self-centering rudder pedals that allow continuous adjustment of yaw. 3. A physical throttle lever or power lever that allows continuous movement from idle to full power settings. 4. Physical controls for the following items, as applicable to the aircraft or family of aircraft replicated: a. Flaps b. Propellers c. Mixtures d. Pitch trim e. Communication and navigation radios f. Clock or timer g. Gear handle h. Transponder i. Altimeter j. Microphone with push to talk switch k. Carburetor heat l. Cowl Flaps 5. Control Inputs. a. Time from control input to recognizable system response (transport delay) must be 300 milliseconds or less. This standard must be certified by the manufacturer in the qualification guide submitted for qualification. Users will not be required to verify this standard when requesting approval of a PCATD. Normally, FAA inspectors will not be expected to measure or verify this maximum delay time as a part of the PCATD approval process. b. The control inputs must be tested by the computer and software at each start and displayed as a confirmation message or a warning message that the transport delay time or any design parameter is out of original tolerances. This test must consider the items listed under Display Requirements (see paragraphs 1 through 4 below.) Display Requirements. 1. Instruments and indicators. a. An adjustable altimeter with incremental markings each 20 feet or less, operable throughout the normal operating range of the aircraft or family of aircraft replicated. b. A heading indicator with incremental markings each 5 degrees or less displayed on a 360 degree circle. Arc segments of less that 360 degree may be selectively displayed if desired or required, as applicable to the aircraft or family of aircraft replicated. c. An airspeed indicator with incremental markings as shown on the aircraft or family of aircraft replicated; however, airspeed markings of less than 40 knots need not be displayed. d. A vertical speed indicator with incremental markings each 100 feet per minute (fpm) for both climb and descent, for the first 1000 fpm of climb and descent, and at each 500 fpm climb and descent for the remainder of a minimum 2000 fpm total display, or as applicable to the aircraft or family of aircraft being replicated. e. A turn and bank indicator with incremental markings for a rate of 3 degree per second turn for left and right turns. The 3 degree per second rate index must be inside of the maximum deflection of the indicator. f. A slip and skid indicator with coordination information displayed in the conventional skid ball format where a coordinated flight condition is indicated with the ball in the center position. A split image triangle indication may be used if applicable to the aircraft or family of aircraft being replicated. g. An attitude indicator with incremental markings each 5 degrees of pitch or less, from 20 degree pitch up to 40 degree pitch down or as applicable to the aircraft or family of aircraft replicated. Bank angles must be identified at "wing level" and at 10, 20, 30, and 60 degree of bank (with an optional additional identification at 45 degrees) in left and right banks. h. Engine instruments as applicable to the aircraft or family of aircraft being replicated, providing markings for normal ranges and minimum and maximum limits. i. A suction gauge or instrument pressure gauge, as applicable, with a display applicable to the aircraft or family of aircraft replicated. j. A flap setting indicator which displays the current flap setting. Setting indications must be typical of that found in an actual aircraft. k. A pitch trim indicator with display that shows zero trim and appropriate indices of aircraft nose down and aircraft nose up trim, as would be found in an aircraft. l. Communication radio(s) with display (s) of the radio frequency in use. m. Navigation radio (s), including an ADF and a VOR with ILS indicator (each with an aural identification feature), and a marker beacon receiver. As applicable, the incremental markings noted below must be present. 1. One-half dot or less for course/glide slope deviation (i.e., VOR/ILS) 2. 5 degree or less for bearing deviation for ADF and RMI, as applicable. n. A clock with sweep second hand and incremental markings each minute and second or a timer with a display of minutes and seconds. o. A magnetic compass with incremental markings each 10 degrees or less. The compass should display the proper lead or lag during turns. p. A transponder panel which displays the current transponder setting. q. A fuel quantity indicator(s) which displays the fuel remaining, either in analog or digital format, as appropriate for the aircraft or family of aircraft replicated. 2. All instrument displays listed above must be visible during all flight operations. The update rate of all displays must provide an image of the instrument that: a. Does not appear to be out of focus. b. Does not appear to "jump" or "step" to a distracting degree during operation. c. Does not appear with distracting jagged lines or edges. 3. Display update must be 10 Hz or faster. Each display must sense a change and react at a value less than the stated. Display updates must display all changes (within the total range of the replicated instrument) that are equal to or greater than the values stated below: a. Airspeed indicator: Change of 5 knots b. Attitude indicator: Change of 2 degrees in pitch and bank. c. Altimeter: Change of 10 feet d. Turn and bank: Change of 1/4 standard rate turn. e. Heading indicator: Change of 2 degrees f. VSI: Change of 100fpm g. Tachometer: Change of 25 rpm or 2% of turbine speed. h. VOR/ILS: Change of 1 degree for VOR or 1/4 of 1 degree for ILS. i. ADF: Change of 2 degrees j. Clock or timer: Change of 1 second 4. Displays must reflect dynamic behavior of an actual aircraft display; e.g., a VSI reading of 500 fpm must reflect a corresponding movement in altimeter, and an increase in power must reflect an increase in the rpm indication or power indicator. Flight Dynamics Requirements. 1. Flight dynamics of the PCATD must be comparable to the way the training aircraft represented performs and handles. There is no requirement for a PCATD to have control loading to exactly replicate any particular aircraft. An air data handling package is not required for determination of forces to simulate during the manufacturing process. 2. Aircraft performance parameters (maximum speed, cruise speed, stall speed, maximum climb rate) must be comparable to the aircraft or family of aircraft being replicated. 3. Aircraft vertical lift component must change as a function of bank, comparable to the way the aircraft or family of aircraft being replicated performs and handles. 4. Changes in flap setting, slat setting (if any), and gear position (if any) must be accompanied by changes in flight dynamics, comparable to the way the aircraft or family of aircraft replicated performs and handles. 5. The presence and intensity of wind and turbulence must be reflected in the handling and performance qualities of the simulated aircraft and must be comparable to the way the aircraft or family of aircraft replicated performs and handles. Instructional Management Requirements. 1. The instructor must be able to pause the system at any point for the purpose of administering instruction regarding the task. 2. If a training session will begin with the aircraft already in the air and ready for the performance of a particular procedural task, the instructor must be able to manipulate the following system parameters independently of the simulation: a. Aircraft geographic location b. Aircraft heading c. Aircraft airspeed d. Aircraft altitude e. Engine power f. Wind direction, speed and turbulence 3. The system must be capable of recording both a horizontal and vertical track of aircraft movement for later playback and review. 4. The instructor must be able to disable any of the instruments prior to the beginning of a training session, and to simulate failure of any of the instruments during a training session without stopping or freezing the simulation to effect the failure. 5. The PCATD must have at least a navigational area data base that is local to the training facility to allow reinforcement of procedures learned during actual flight in that area. All navigational data must be based on procedures as published in 14 CFR part 97. Task Requirements List. A PCATD having the features specified above will be qualified for use in procedural training in the instrument flight tasks listed below. These instrument tasks must be incorporated in an integrated ground and flight instrument training curriculum: 1. Flight by Reference to Instruments a. Straight and level flight b. Change of airspeed c. Constant airspeed climbs d. Constant rate climbs e. Constant airspeed descents f. Constant rate descents g. Level turns, including standard rate turns h. Climbing turns i. Descending turns j. Steep turns 2. Abnormal and Emergency Procedures a. Timed turns b. Compass turns c. Instrument failures d. Procedures for turbulence 3. Radio Navigation Procedures a. VOR navigation b. NDB navigation c. Localizer and ILS navigation d. VOR holding pattern e. NDB holding pattern f. Localizer holding pattern g. Intersection holding pattern h. Use of RNAV, including GPS i. Use of DME 4. Instrument Approach Procedures a. Precision approaches b. Nonprecision approaches c. ILS back course approach d. Missed approach 5. Communications Procedures a. Air traffic control clearances i. Departure clearances ii. Enroute clearances iii. Arrival clearances b. Radio advisories and warnings i. ATIS and CTAF ii. SIGMETS, AIRMETS, NOTAMS, FSS communications, and flight plan changes. 6. Cross-country Procedures a. Departure b. Enroute c. Arrival END------------------------------------------------------------------------E ND |
#66
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"Dudley Henriques" wrote in message ink.net... "Tarver Engineering" wrote in message ... "Dudley Henriques" wrote in message ink.net... "WaltBJ" wrote in message om... The big problem PC 'pilots' will run into if they have really gotten into 'flying' the PC is that when they get into a real airplane to learn to fly the instructor will be concentrating on teaching them how to control the aircraft by looking !outside! at the real world and not concentrating on the gauges. 'IFR/IMC' flying comes into play much later - first you have to learn to land the airplane and that is done looking outside! Also since most of your initial flying will be done in the vicinity of the airport it's a damn good idea to watch out for other aircraft - 'blue on blue' the hard way is generally not survivable. That said, I reiterate that you can keep your instrument scan/crosscheck up to snuff using a decent PC program more conveniently and a lot cheaper than renting an aircraft or decent instrument trainer (AST300 or similar.) Walt BJ Hi Walt; It's funny picking you up in this thread for two reasons. I was thinking about you just this morning after I downloaded an absolutely beautiful zipper for my FS2004 :-) Secondly, my sentiments about the desktop simulators are about in line with yours and Mary's. I am pleased FAA has taken a different position. No John, I'm afraid the FAA hasn't taken a contrary position at all . Certainly initial licensing and matriculation of higher skills amoung civil operators using simulators is at an all time high. I can't possibly see how you could be unaware of that fact and have any connection to the certification and currency issues for operators. Since I'm fairly familiar with this issue, having worked on it a bit myself, I've pasted in the entire PCATD cert advisory for you to browse if you wish. You will note that nowhere in the text does the FAA even come anywhere close to recommending a simulator during the initial phases of flight training, which was my salient point. Dude. Simulation time can be logged as time for experiance requirements and is becomming more common, not less. |
#67
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"Tarver Engineering" wrote in message ... "Dudley Henriques" wrote in message ink.net... "Tarver Engineering" wrote in message ... "Dudley Henriques" wrote in message ink.net... "WaltBJ" wrote in message om... The big problem PC 'pilots' will run into if they have really gotten into 'flying' the PC is that when they get into a real airplane to learn to fly the instructor will be concentrating on teaching them how to control the aircraft by looking !outside! at the real world and not concentrating on the gauges. 'IFR/IMC' flying comes into play much later - first you have to learn to land the airplane and that is done looking outside! Also since most of your initial flying will be done in the vicinity of the airport it's a damn good idea to watch out for other aircraft - 'blue on blue' the hard way is generally not survivable. That said, I reiterate that you can keep your instrument scan/crosscheck up to snuff using a decent PC program more conveniently and a lot cheaper than renting an aircraft or decent instrument trainer (AST300 or similar.) Walt BJ Hi Walt; It's funny picking you up in this thread for two reasons. I was thinking about you just this morning after I downloaded an absolutely beautiful zipper for my FS2004 :-) Secondly, my sentiments about the desktop simulators are about in line with yours and Mary's. I am pleased FAA has taken a different position. No John, I'm afraid the FAA hasn't taken a contrary position at all . Certainly initial licensing and matriculation of higher skills amoung civil operators using simulators is at an all time high. I can't possibly see how you could be unaware of that fact and have any connection to the certification and currency issues for operators. Since I'm fairly familiar with this issue, having worked on it a bit myself, I've pasted in the entire PCATD cert advisory for you to browse if you wish. You will note that nowhere in the text does the FAA even come anywhere close to recommending a simulator during the initial phases of flight training, which was my salient point. Dude. Simulation time can be logged as time for experiance requirements and is becomming more common, not less. REALLY????????? WOW!!!!!!!! :-)) Hey John; do me a favor will ya please.....When we get into these little "conversations" , can you just select a few lines instead of bottom posting the entire message. It's a royal pain in the ass scrolling down through the whole mess getting to some two word answer. Besides, my middle finger hurts from all that "mousing with the wheel thingy in the middle...and if my middle finger won't work, I can't drive in normal American traffic!!!! :-)) Dudley Henriques International Fighter Pilots Fellowship Commercial Pilot/ CFI Retired For personal email, please replace the z's with e's. dhenriquesATzarthlinkDOTnzt |
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Dudley Henriques wrote:
"Tarver Engineering" wrote in message ... "Dudley Henriques" wrote in message hlink.net... "Tarver Engineering" wrote in message ... "Dudley Henriques" wrote in message rthlink.net... "WaltBJ" wrote in message gle.com... The big problem PC 'pilots' will run into if they have really gotten into 'flying' the PC is that when they get into a real airplane to learn to fly the instructor will be concentrating on teaching them how to control the aircraft by looking !outside! at the real world and not concentrating on the gauges. 'IFR/IMC' flying comes into play much later - first you have to learn to land the airplane and that is done looking outside! Also since most of your initial flying will be done in the vicinity of the airport it's a damn good idea to watch out for other aircraft - 'blue on blue' the hard way is generally not survivable. That said, I reiterate that you can keep your instrument scan/crosscheck up to snuff using a decent PC program more conveniently and a lot cheaper than renting an aircraft or decent instrument trainer (AST300 or similar.) Walt BJ Hi Walt; It's funny picking you up in this thread for two reasons. I was thinking about you just this morning after I downloaded an absolutely beautiful zipper for my FS2004 :-) Secondly, my sentiments about the desktop simulators are about in line with yours and Mary's. I am pleased FAA has taken a different position. No John, I'm afraid the FAA hasn't taken a contrary position at all . Certainly initial licensing and matriculation of higher skills amoung civil operators using simulators is at an all time high. I can't possibly see how you could be unaware of that fact and have any connection to the certification and currency issues for operators. Since I'm fairly familiar with this issue, having worked on it a bit myself, I've pasted in the entire PCATD cert advisory for you to browse if you wish. You will note that nowhere in the text does the FAA even come anywhere close to recommending a simulator during the initial phases of flight training, which was my salient point. Dude. Simulation time can be logged as time for experiance requirements and is becomming more common, not less. REALLY????????? WOW!!!!!!!! :-)) Hey John; do me a favor will ya please.....When we get into these little "conversations" , can you just select a few lines instead of bottom posting the entire message. It's a royal pain in the ass scrolling down through the whole mess getting to some two word answer. Besides, my middle finger hurts from all that "mousing with the wheel thingy in the middle...and if my middle finger won't work, I can't drive in normal American traffic!!!! :-)) Dudley Henriques International Fighter Pilots Fellowship Commercial Pilot/ CFI Retired For personal email, please replace the z's with e's. dhenriquesATzarthlinkDOTnzt Damn Dud, you owe me a new keyboard, just blew RC cola all over mine. B-) Besides, I thought you were an ossifer and a gennelman. George |
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The big problem PC 'pilots' will run into if they have really gotten
into 'flying' the PC is that when they get into a real airplane to learn to fly the instructor will be concentrating on teaching them how to control the aircraft by looking !outside! at the real world and not concentrating on the gauges. As instructors, I have a couple of questions for Walt and Dudley (I certainly agree that PC sims are nothing near a perfect substitute for air under your ass). First, wouldn't flight sims help in the important area of understanding the principles of flight? I would expect that compared to someone straight off the street, someone who had flown sims would know a lot more off the bat about the basic physics of flight, as well as how an airplane works. A significant advantage I'd think (at least during that stage of instruction). Second, are you referring to PC pilots in general, or just those that fly commercial flight sims. Questions about required control pressure would only seem to be valid if you were flying a similar plane in both (I don't think my experiences flying the virtual Su-27 have much to do with flying a Cessna). Also, as far as looking outside goes, I have two general comments. First, there's a really neat invention that may partially alleviate that. It's basically a helmet-mounted sight that changes the view on your monitor based on how you move your head (within limits). Second, and just as a bit of anecdote, I've heard that's actually common amongst USN fighter who go to Top Gun (or FWS now) to not look out often enough and rely too heavily on their radar/avionics. So perhaps the problem isn't limited to PC pilots! Regards, Tony |
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They are computer games...... that realistically produce images and
techniques that help learn and maintain aviation knowledge. Back in '90 I had angioplasty that grounded me for 6 months, then a quadruple bypass that stretched my grounding another 6 months. Yeager's Air Combat and MS Flight Simulator kept my head in aviation to a degree that when I finally got my medical back and went back to flying Captain with AA, the transition was much easier than if I hadn't used my "games". The games don't really teach or maintain basic "stick and rudder" technique but they do teach and maintain procedures and spatial awareness. I have 2 new pilots starting tomorrow in the MD-88 flight simulator with EFIS and FMS. Like my last 2 pilots they probably don't have any previous jet or FMS experience. Their learning curve will be primarily procedures. Hopefully they will already have the stick and rudder skills. And I DO agree that only a full motion flight simulator can teach the "stick and rudder" techniques. -- B-58 Hustler History: http://members.cox.net/dschmidt1/ - " I was wondering if anyone in this NG play simulators? If so, which one? What's the best out there, currently. Regards... They are not really simulators. They are just computer games. Arthur Kramer 344th BG 494th BS England, France, Belgium, Holland, Germany Visit my WW II B-26 website at: http://www.coastcomp.com/artkramer |
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