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The German Aerospace Center (DLR) in Braunschweig has developed a reconfigurable flight simulator for research into rotorcraft and fixed-wing aircraft behavior -the AVES (Air VEhicle Simulator). This new simulator features a common motion platform and interchangeable roll-on/roll-off (RoRo) cockpits, enabling rapid turnaround of research activities. Additionally, the cockpits may be used in a fixed-base mode with a separate visual display system, allowing simultaneous research as well. Particular emphasis was placed on achieving high motion and visual cueing performance in this flight simulator, while maintaining the flexibility. The justification for the design, the challenges in its realization, the specific testing procedures, and the applications of the simulation facility will be described in this paper.

This paper discusses the perspective of new insight and knowledge gained for flight simulation and motion cueing in relation to the present state of the art of motion cueing, and answers the question whether a criterion for motion cueing and time delay is necessary and possible. The authors have developed a frequency-domain based Objective Motion Cueing Test (OMCT) which compares simulator response (including the Motion Drive Algorithm, transport delays, and motion platform dynamics) to the aircraft input signal. The OMCT has been included in the ICAO Manual of Criteria for the Qualification and Testing of FlightSimulation Training Devices, Amendment 3. The test is expected to be used worldwide for all future flight simulator qualifications.

Since the introduction of hexapod-type motion systems for flight simulation in the 1970s, Motion Drive Algorithm tuning has been primarily based on the subjective judgement of experienced pilots. This subjective method is often not transparent and often leads to ambiguous process of adjustment of the tuning parameters. Consequently, there are large variations in the motion cueing characteristics of flight training devices, a variability that subsequently raises questions regarding the value of motion cueing for pilot training itself. The third revision of ICAO 9625 Manual of Criteria for the Qualification of Flight Simulation Training Devices offered the opportunity to take a closer look at simulator motion cueing requirements in general. This led to the concept of the objective motion cueing test (OMCT), which was reported in 2006. After the method was evaluated on three research flight simulators, the results were published in 2007, demonstrating a larger spread in dynamic behaviour of cueing algorithms than expected. After discussions with the simulator industry regarding the form and methodology of the OMCT, an evaluation of the test in cooperation with the industry started in 2011. This led to the final form of the OMCT and cueing parameter criterion for the in-flight mode of transport aircraft. This paper describes the OMCT, the evaluation results and the criterion.

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