TM 55-6930-214-10
(a) During engine runup and initial hover for takeoff, the ground perform-
a n c e of the motion system is as described in paragraph (1). The motion system
m a i n t a i n s an attitude appropriate for hover and provides the correct indications of
t a k e o f f . A p p r o p r i a t e motion effects occur as a result of changes in acceleration
and lift during transition to forward flight.
( b ) S i m i l a r e f f e c t s a r e r e p r o d u c e d d u r i n g t h e l a n d i n g p h a s e . The motion
s y s t e m c a u s e s a p p r o p r i a t e l o n g i t u d i n a l , v e r t i c a l , a n d low-frequency vibration
e f f e c t s t o o c c u r a s i n t h e h e l i c o p t e r . T h e motion system correctly reproduces the
landing impact according to the existing aircraft attitude and vertical and side-
s l i p v e l o c i t i e s . W h e n the vertical momentum is greater than the absorption capa-
b i l i t i e s o f t h e l a n d i n g g e a r , l a n d i n g bounce is simulated.
( 3 ) N o r m a l f l i g h t . T h e motion system correctly simulates the complex and re-
p e a t e d cues occurring during maneuvers associated with normal flight conditions.
T h e random introduction of varying degrees of turbulence produces the appropriate
m o t i o n effects of small variations in yaw and roll, climb or descent, and air-
speed. S u p e r i m p o s e d upon the flight maneuver motions is the background motion.
The motion system provides characteristic periodic oscillations of the aircraft,
l a t e r a l i n s t a b i l i t y , a n d aircraft vibrations up to a maximum of 5 cycles per
s e c o n d . C o n t i n u o u s higher frequency vibrations are simulated using the seat shaker
i n lieu of the motion system.
( 4 ) A b n o r m a l f l i g h t . T h e motion system correctly reproduces the effects of
r o t o r o u t - o f - t r a c k a n d r o t o r o u t - o f - b a l a n c e f a i l u r e s . T h e motion simulated includes
t h e effect of momentary incorrect control inputs as well as conditions appropriate
t o malfunctions. A n aircraft hydraulic system failure resulting in abnormal direc-
t i o n a l control of the aircraft is provided by appropriate motion cues. H i g h air-
s p e e d characteristics and trim change effects are also produced by the motion
system.
2 - 5 . VISUAL SYSTEM. T h e pilot and CPG trainee stations are provided with forward,
l e f t , and right side window visual displays. T h e visual generation system provides
imagery to every sensor display in the CMS, including IHADSS, PNVS, OTW scene, VDU,
and TADS/FLIR. ( R e f e r to Chapter 6 for visual systems details.)
2 - 6 . COMPUTER SYSTEM. I n a nonrigorous sense, t h e CMS consists of the pilot main
computational system (MCS), m a d e up of central processing units (CPU's) 1, 2. and 3
a n d their associated auxiliary processing units (APU's); and the CPG MCS, made up
o f CPU's 4, 5, and 6 and their associated APU's. Bach CPU has private memory that
o n l y It and its associated APU's can access. The CPG MCS has complex shared memory
t h a t only CPU's 4, 5, and 6 can access. The pilot MCS has complex shared memory
t h a t only CPU's 1, 2, and 3 can access. I n addition, a memory region called global
m e m o r y exists that all six CPU's can access.
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