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T H E J O U R N A L F O R C I V I L A V I A T I O N T R A I N I N G


ISSN 0960-9024 | US $17/£8.50

Volume 29 • Issue 5/2019

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A D V E R T I S E M E N T F E AT U R EA D V E R T I S E M E N T F E AT U R E

They have also adopted a “standardized” approach with platforms able to handle a range of payloads. By featuring a few flexible platforms, they can produce them in larger quantities, reducing overhead and production time.

The formula is working well. Over the past couple of years, Bosch Rexroth has sold about 50 of their new designed smaller eMotion-1500 and eMotion-2700 six-degree-of-freedom platforms from which the new eMotion-14000 is derived. Since the 1980s, they have manufactured and installed more than 500 of the most reliable hydraulic and electric simulation motion platforms worldwide.

“We have gained extensive knowledge about simulation demands and features such as motion cueing and control loading. Our eMotion-14000 combines all of that knowledge and offers a cost-efficient and very reliable solution for full flight simulators,” said Hans ten Hagen, Manager, Motion Simulation Technology.

Optimal Cost of OwnershipThe innovative Bosch Rexroth design is not only lower cost to acquire, it is designed to minimize operator life-cycle cost. For example, main-tenance is reduced via their “lubricated for life” concept, using oil as a lubricant instead of the grease favored by competitors. The more optimal oil reduces friction, which in turn reduces power consumption.

Also, energy demands of the system are significantly lowered by techniques such as using capacitors to store and exchange energy. And through integrated static load compensation, which does not require additional pneumatic cylinders and separate pressurizer – compared to systems which burn energy just to hold the system in neutral position. The Bosch Rexroth design is inherently more energy efficient, which also results in less wear.

The Lowest Noise Levels“We intend to produce the most silent simu-lation motion systems in the world,” said ten Hagen. The eMotion systems are engi-neered for minimal vibrations and low-noise emission. Control software even reduces the effect of “reversal bump” and friction to a minimum.

“Our actuators are very quiet and pos-sess a best in class smoothness,” ten Hagen noted.

Reliable Movements“The main computer in the cabin con-tinuously transfers set points to the control system of the motion platform. Commands for braking, turning, and in the case of flight simulation, take-off, are seamlessly trans-lated by the Linux-based control system into realistic movement of the motion platform,” said Hans Smulders, Project Manager. “Also, situations like deploying the landing gear, bumps that are felt on the runway and turbulence have been translated into specific Leveraging learnings from three

decades, the Netherlands-based motion simulation technologists of Bosch Rexroth in 2014 designed a new clean-sheet platform that has proven very popular. Now they are expanding the fully electric “eMotion” product line with a 14,000 kg (30,864 lb) Level D-capable flight simulator platform that promises high quality, short delivery times, and “the most cost-efficient system in the market.”

In addition to new airline and helicopter flight simulators, the new motion systems are designed to be easily retrofitted to in-service sims (even those with competitor platforms).

The competitive pricing is driven by the company’s control over the system’s components. Bosch Rexroth produces nearly all of the elements of their system in house, including motors, spindles, and electronics – enabling customers to take advantage of “factory pricing.”

combinations of movements. These situations are standardized options that can simply be switched on and off in the platform’s control software, while still meeting all requirements for Level D full-flight simulator qualification.”

Indeed, Bosch Rexroth goes beyond FAA and EASA requirements and exceeds competitor performance specifications by as much as 10%.

Remote System MonitoringAn installed motion system can also be connected via the internet to Bosch Rexroth’s competence center in Boxtel, the Nether-lands. “This means that our motion system experts can assist the customer in analyzing and resolving potential issues,” explained ten Hagen. “All of our systems include exten-sive observation and analysis functionalities through our pioneering i4.0 ‘connected industry’ capability.”

“Furthermore, this enables us to periodi-cally request information about the condition of specific parts of the system, to monitor the actual status and plan an optimal moment for predictive maintenance. This assures high availability of the very valuable simula-tor resource.”

“We also train operating personnel to fine-tune the motion control system. This makes it possible to further optimize the movements of our systems based on feed-back from the field. Minimizing downtime of our systems is always a top priority.”

In addition, spares availability is guar-anteed worldwide.

Bosch Rexroth introduces larger cost-efficient motion system for the Level D full flight simulator market

Range of standardized eMotion platforms expanded with new 14-tonne system.

Safety on BoardBosch Rexroth implements an active “Safety on Board” program to help ensure safe operation of the motion system. For example, software limits the position, velocity and acceleration setpoints for the actuators. The actuators have safety zones at the end of the stroke in the extreme rare case of a failing actuator or drive system. Motor position, velocity and electrical current are also limited by the drive-con-trollers. The electric motors are equipped with temperature sensors to detect overheating. Emergency stop connections, holding brake, and other elements of the program all comply with applicable safety regulations.

A History of Continuous DevelopmentSmulders noted, “Since the 90s, when we first delivered fully electrically driven platforms, a continuous development can be seen. Not only have the technol-ogy, reliability and safety of our systems been optimized, so have the design and looks.”

The Bosch Rexroth motion simulation and marine offshore unit in the Nether-lands employs more than 800 people and traces its history to Hydraudyne, which was founded in 1954. The parent Bosch Group is a leader in industrial, automo-tive, building, and consumer goods tech-nologies with more than 50 billion Euros in annual revenue.

For further information about Bosch Rexroth’s eMotion platforms, contact:

Bosch Rexroth AGBoxtel, Nederland

Tel: +31 (0)411 651 951www.boschrexroth.com/[email protected]

AboveThe Bosch Rexroth

eMotion-14000 platform will make

its debut later this year. It will

feature a very high percentage of

company-produced components,

ensuring quality control and

enabling factory pass-through

savings to customers.

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FTA Expands Conventional Boundaries

less of whether MPL should be the training program of choice for airlines, it is important to note that it is not an option for all airlines, given many do not offer a direct entry first officer pathway for cadets and others are limited by the type of aircraft they operate or the complexity of the operations they conduct. Then there are also student pilots who choose to pursue aviation as a career, but do not have access to an airline cadet program and who have to take the road less travelled through

Although the airline training industry remains polarised on whether the Multi Crew Pilot

Licence (MPL) training model should be the single training pathway for airline cadet training or not, it appears the conventional training model is not going anywhere soon. FTA is currently in the fortunate position to concurrently provide MPL training for the Dragonair cadet program and conventional airline training for Cathay Pacific Airways. Although the training end state of both these models meet the purpose of their design, there are clearly elements of each model that can add value to the other.

FTA is relatively new to MPL train-ing when compared to some of the European airline providers, but our voy-age from course design to delivery on the back of our conventional program experience, has offered us an unique insight and understanding to see how some of the training philosophies and outcomes of MPL can successfully be transferred to the conventional training programs we currently offer. Regard-

the MPL training model. To better understand what elements of MPL can seamlessly be transferred into a con-ventional program, one must explore the strengths and weaknesses of both. Our list, by no means exhaustive, is derived from personal experience and does not represent an agreed industry view. The intent of this comparison is to provoke some thought and identify those MPL strengths that could add value to the conventional programs.

MPLStrengths:• Competency based training from

the outset• Instilling company SOPs as early

as possible• Introducing MCC as the operating

standard as early as possible (Basic phase)

• Greater MCC/Procedural/TEM/Aircraft familiarity much earlier on in the piece

• Qualification standard agreed upon at the outset by Regulator/Airline/Provider

Weaknesses:• Reduced ability to develop command

decision making (limited solo hours)• Real aircraft handling skills are limited

to PPL/IRT standard• Air Traffic Control development is

limited due to lack of actual exposure• Qualification only transferable after

1500 hours and ATPL licence has been achieved

Conventional ProgramStrengths:• Sufficient time to develop good

command decision making• Comprehensive and entrenched

handling skills to a commercial standard

• Good VFR operating skills• Transferable qualification from the

outset

Weaknesses:• VFR centric training model with

IFR add on• Minimal MCC exposure• Limited airline SOP exposure• Jet bridging course a requirement

As a flying school that has trained to more foreign regulators we care to count, it is our personal view that the EASA integrated ATPL syllabus, which underpins the HKCAD 509 training syl-labus, offers the best blend of aircraft and synthetic aeronautical experience to expand it into a hybrid MPL pro-gram. FTA has been fortunate to have a training partner like Cathay Pacific Airways who are willing to push the

general aviation to get to the airline of their choice.

As we all know, both the MPL and conventional training programs can be bolstered and shaped to such an extent, that it can be all things to all people, but more often than not this is a cost issue. To this end it is important for FTO's like FTA to be innovative in their expansion of conventional training boundaries in order to offer the best quality training outcome in a cost sensi-tive market for those unable to access

boundaries of this program to access the benefits of a hybrid MPL. This was done by identifying the most appropri-ate and transferable strengths of the MPL and imbed them into the conven-tional model. These are:– Incorporating student observation opportunities in both aircraft and MCC phase of training.– Incorporating where practical airline specific convention, SOPs, TEM and FCM philosophy on the aircraft phase of flying, while taking care not impede the students learning pathway to pass the CPL and IRT tests that has a single pilot focus.– Incorporating UPRT as a funda-mental philosophy starting at the most basic phase and culminating with non type specific FTD training as per ICAO10011 during the MCC phase.– Expanding the MCC program to 40 hours pilot flying and 40 hours pilot monitoring, which addresses entry level handling (Jets), UPRT, MCC and Line orientated flight training (effectively an abbreviated version of the MPL Basic and Intermediate phase).

In summary, FTA believes that in partnership with Cathay Pacific Airways it has found a viable alternative for airlines who are unable to pursue the MPL program in its purist form, due to entry pathway or operational restric-tions. From a cost perspective it com-pares favourably to the MPL solution and in our view offers airlines a much more airline-centric candidate for future training under the conventional training model.

Contact: Holly FosterNorth America & Canada+1 813 994 [email protected]

Natalie MorrisNorth America & Canada+1 407 322 [email protected]

Jeremy HumphreysEurope & Rest of World+44 (0)1252 532007 [email protected]

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