Manual for the SIMONA Research

Simulator Laboratory Exercise

April 2022
 Table of Contents

1 Introduction 1

2 Simona Research Simulator 2

2-1 Motion system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-2 Visual display system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2-3 Control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2-4 Aircraft model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3 The Flight Demonstration 8

3-1 The cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3-2 The flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

4 Safety Guide for cabin occupants of the SIMONA Research Simulator 16

4-1 Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4-2 Emergency information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Manual for the SIMONA Research Simulator Laboratory Exercise

 Chapter 1

Introduction

During the AE3212-I Aerospace Flight Dynamics and Simulation lecture series, you have
spent a lot of hours studying the mechanics of bodies expressed in terms of rotating and even
accelerating reference frames, static stability as prerequisite for dynamic stability and you
have been introduced into the world of stability and control derivatives and characteristic
motions. Experience has taught however, that the best way to get a feeling for the theory
is to see it applied in the real world. That is where this demonstration comes in: on the
one hand you get to experience flight dynamics by piloting an airplane from the safety of a
simulator; on the other hand you will develop an appreciation of how the science of flight
dynamics allows you to experience a flight with our laboratory aircraft almost as if you were
flying in the actual aircraft itself!

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 Chapter 2

Simona Research Simulator

The SImulation, MOtion and NAvigation Institute (SIMONA) Research Simulator (SRS),
Figure 2-1, was designed and built by the Delft University of Technology. It is used for
research into simulation technology and as a tool for human-machine interaction research.
Comparing the simulator with a commercial equivalent as used for training cockpit crew the
most striking difference is the cabin, shaped like an egg and designed for minimum trans-
lational and rotational inertia by applying lightweight aramid and carbon fiber composite
materials. In combination with a powerful motion system this allows the generation of ’mo-
tion cues’ in a broad range of frequencies and with very small time delays and phase shifts.
The simulator consists of a generic aircraft cabin, a visual display system, a motion system and
over 10 computers. The network of computers is controlled by a software environment (Delft
University Environment for Communication and Activation (DUECA)) which assures that all
of them contribute to the ’distributed’ real-time simulation on exactly the correct instant of
time. The same software is used on desktop PCs, the fixed-base Human-Machine Systems Lab
simulator and the Cessna Citation II laboratory aircraft (PH-LAB). When participating in
the flight test practical, you have already worked with this software, as it also forms the basis
of the aircraft’s Flight Test Instrumentation System, a testament to its versatility.You can
learn more about DUECA and the other SIMONA systems in the Piloted Flight Simulation
lecture series (AE4322).

2-1 Motion system

The motion system of the SIMONA simulator has been and still is the subject of extensive
research, but why do we need a motion system at all? The reason is that pilots can ‘feel’ the
motion state of an aircraft (‘flying with the seat of the pants’) and really use that information
to sense the motion state of their aircraft, and stabilize and control the aircraft. When flying
a simulator without motion cues, the pilot has to rely only on cockpit flight instruments or
on the outside visual display and will perform differently compared to real flight. Thanks to
the agility of the SIMONA motion system, motion cues can be produced with great precision,

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2-1 Motion system 3

Figure 2-1: The SIMONA Research Simulator

almost exactly as the users want it. Still, no motion system can fully replicate the motions of
the aircraft without actually flying away. This leads to a very interesting topic of research:
how must we move the simulator such that the motion cues contribute best to the perceived
realism of flight or, how must we ‘transform’ the motion cues perceived in real flight to motion
cues in the simulator? We must accept that the motion cues can not be exactly the same
(the simulator has only limited motion space) and so we must still decide on what is and
what is less essential. For the demonstration you have enrolled in, the motion system is tuned
conservatively for maximum safety over the entire envelope of the aircraft, but emphasising
some characteristics for demonstration purposes. You will for instance feel a strong decel-
eration cue when deploying the flaps, or braking after touchdown. Actual experiments on
the simulator employ finely tuned motion settings that maximize the pilot’s motion sensation
within the physical constraints of the simulator.

The hardware of the motion system consists of 6 electro-hydraulic servo actuators which
allow the cabin 6 degrees of motion freedom. The servo actuators are designed for minimal
internal friction (using so-called ‘hydrostatic bearings’) and will not suffer from ‘reversal
shocks’ which are a frequent problem in simpler hydraulic systems. For example drag lines
and cranes do suffer from this (they are moving with shocks most of the time). Low internal
friction contributes to the realistic feel as the feel of flying is something like moving a knife
through butter. Hydrostatic bearings were an invention of the late professor Viersma of the
Faculty of Mechanical Engineering of Delft University of Technology. Other type of actuators
(electric instead of hydraulic) are used in the cabin to produce the control forces which you

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2-2 Visual display system 4

Figure 2-2: The Hydraulic Power Unit

would feel in real flight. These forces in the controls are important to the pilot, because
they contribute to their situation awareness. All of the SIMONA electro-hydraulic actuators
are fed by high pressure hydraulic oil from the power station which is situated behind the
SIMONA building. Two large electric motors can produce 600 liters of oil per minute at a
pressure of 160 bar, see Figure 2-2. Motion systems and control force generators (’control
loading’ systems) increasingly use purely electric actuators. In recent years the control loading
systems in the SRS were all converted from hydraulic to electric actuators, and an electric
conversion for the motion base is currently being considered.

2-2 Visual display system

The SRS is equipped with an outside ‘collimated’ visual display system which can produce a
view of the outside world as seen by the cockpit crew. A collimated display system generates
a virtual projected image at infinity and thereby produces parallel light rays at the pilot’s eye.
This is similar to when you look out of the cockpit window of a real aircraft at objects far
away such as a runway. Also, during an approach each of the pilots in the left and right hand
seat of the simulator will see the same projected image of the runway straight ahead, which
would not be the case if the image was projected directly on a normal screen. The image you

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2-3 Control system 5

see during this demonstration is generated by the open-source flight simulator FlightGear. It
contains a rough outline of the Netherlands and a quite precise representation of Amsterdam
Airport Schiphol. Three DLP projectors project the image at a resolution of 1920 by 1200
pixels each, and with a refresh rate of up to 120 Hz.

2-3 Control system

The pilot controls in the SRS are continuously being modified and upgraded. At this time the
main controls are the sidestick controller mounted next to the right-hand seat, see Figure 2-3
and a conventional control column at the left-hand seat. Additionally we can install a center
stick (cyclic) and collective for helicopter control at the right-hand seat and/or a car steering
wheel at the left-hand seat. Rudder pedals are available for both seats, but not used for this
project. In between the left hand and right hand seat you can find the ’pedestal’ on which
the throttles, speed brakes and flap handle are mounted. In cockpits of transport aircraft
the pedestal houses a lot of other things such as the control panels of the radio, transponder,
engine and Auxilliary Power Unit (APU) fire switches, radar, the panels (called Control
Display Units) of the Flight Management Computers, the manual elevator trim switches,
and the parking brake handle. We can simulate these interfaces with additional touchscreen
devices mounted in and above the pedestal. Above the main instrument panel the Mode
Control Panel (MCP) is available to interact with the autopilot and the instruments.

2-4 Aircraft model

The aircraft model you will fly is a Cessna Citation 500 jet, which closely resembles our own
Cessna Citation 550 shown in Figure 2-4. The aerodynamic model used in the simulation was
derived from dynamic flight test measurements by National Aerospace Laboratory (NLR) and
the Delft University of Technology with an aircraft to be used for training student pilots. The
model is used now for many of our scientific experiments.

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2-4 Aircraft model 6

Figure 2-3: Right-hand seat of the SRS in Citation configuration

Manual for the SIMONA Research Simulator Laboratory Exercise

2-4 Aircraft model 7

Figure 2-4: The Cessna Citation II Laboratory Aircraft (PH-LAB)

Manual for the SIMONA Research Simulator Laboratory Exercise

 Chapter 3

The Flight Demonstration

The demonstration flight in the flight simulator will consist of three parts and take about an
hour in which the two students can both control the aircraft from their respective seat. The
first student will fly a set of maneuvers to investigate the aircraft’s eigenmotions with the
control column and wheel. In the second part a short approach and landing will be flown.
After switching the simulation’s control inputs to the sidestick, the second student will fly
a shorter program incorporating elements from the first two phases. After you have been
seated in the simulator, fasten your seatbelts properly and position the seat as convenient
(fore-aft, up-down). After the simulator has gone through its startup sequence you can put
your outboard hand on the controls and your inboard hand on the two throttle levers. Rudder
pedals are not used so you can leave your feet firmly on the floor. The entire start-up and
shutdown instructions as well as safety precautions are described later on and will be explained
to you before the flight.

3-1 The cockpit

Have a look at the cockpit panel displays, the display in front of you is the Primary Flight
Display (PFD) showing you a ‘basic T’ display. They are a faithfull recreation of the old
electromechanical instruments on board the PH-LAB aircraft before the glass-cockpit up-
grade. A picture of the PFD is shown in Figure 3-1. From left to right you see the airspeed
indicator, attitude indicator and altimeter and on the left below it is the horizontal situation
indicator with your present heading and deviations from the required track during the ap-
proach and landing. Next to it you see the vertical speed indicator. On the right screen some
engine parameters are displayed on the engine panel (see Figure 3-2). The top-left one is the
most important. This is the N1 (compressor fan) indicator, which is the main parameter you
control with the throttle levers. In the middle you find the throttle. In the simulator, an
actual Boeing 777 throttle quadrant is installed. The only controls used for this flight are the
throttles and flaps. Your instructor will instruct you how to use them. Last but not least,
between the two center displays is the gear lever. Please make sure you lower the gear before

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3-2 The flight 9

Figure 3-1: The Citation Primary Flight Display of the SRS

touchdown! You can operate the lever by pulling it along its main axis towards you, moving
it up or down, and then release it back into its lock.

3-2 The flight

Now all the flight deck elements you will be using are known, you are set to learn about
flying! Starting from a flight condition of steady horizontal flight we start by keeping the
aircraft in that flight condition using the elevator and the ailerons. Try to keep the pitch
angle constant and the roll angle constant using the elevator for pitch control and the ailerons
for roll control. Use the primary flight display to frequently sample actual pitch and roll angle
and apply small elevator and aileron inputs to correct for deviations. Less frequently, you will
look at the altitude and vertical speed indicator. As soon as you notice a vertical climb or
descent which brings the aircraft from its assigned altitude, correct by applying a small pitch
input. Increase pitch angle in case of descent, reduce pitch angle in case of climb. Always
remember we are talking of small corrections; skilled pilots will need only small corrections
to maintain level flight. The same applies for the heading, if your heading drifted away a
little from the assigned heading, apply a small aileron input, which will start a very shallow
turn back to the original heading and bring the wings level after you have arrived again at

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3-2 The flight 10

Figure 3-2: Citation engine parameters of the SRS

the heading you want. These heading corrections will need only small roll angles, similar to
the pitch angle variations in the longitudinal case.
Next we will start making turns. For a right turn, deflect the wheel or sidestick to the right
and the aircraft will experience a roll acceleration to the right. Move the wheel or stick back
a little bit, such that the aircraft rolls at a constant roll rate. Look at your PFD and stop
the roll at the roll angle you want, a good value for the bank angle as they make with civil
transport aircraft is 30 degrees. Note that while in a right turn, you will need a small left
aileron input! The reason is that the left wing flies faster than the right wing and produces
more lift. Note that you will also need a little nose-up elevator input to prevent the aircraft
from descending. Start to level out when you approach the heading angle you want and
return to the original thrust value to maintain speed (In case of low speed aircraft such as
a Cessna 172, starting a turn would need in addition also a little bit rudder input to keep
the sideslip angle zero and start the rotational acceleration about the vertical axis until the
proper rotation speed).
Next start decelerating in level flight, say 20 knots by moving the thrust levers aft. The lift
will drop because of the decrease in velocity. You will notice that the aircraft nose will drop.
Now gently pull backward to remain at the same altitude until you arrive at the new speed.
Keep altitude and heading constant while decelerating! What you will feel is a constant
force (pull, backward) which you will have to exert on the stick. This is called control force
stability, and is the immediate result of the positive static stability of this aircraft (as a matter
of fact, all commercial transport aircraft are designed to be statically stable, although some

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3-2 The flight 11

have ’relaxed’ static stability, while some new fighter aircraft designs were designed statically
unstable and consequently need computers to fly them). The idea behind stick force stability
is that it allows pilots to ’feel’ speed deviations even before looking at the speed display. Stick
force stability makes life for pilots easier but at lower speeds, it would be very tiring if the
pilot would need to apply the stick force all the time. That is why aircraft are equipped with
stick force trim devices which allow you to ’trim’ away the constant force with a trim wheel
or with trim knobs on the stick as in our case, which move trim tabs on the elevator or rotate
the whole horizontal tailplane in case of the big transport aircraft. So in order to relieve you
from pulling on the stick, try trimming the aircraft by moving the two trim switches on the
top left of the wheel or the black ’coolie hat’ on the sidestick down, such that you can release
the column or stick while remaining at the same attitude. When flying with the column
you will notice that trimming removes the required control force and the column stays in
its position. The sidestick on the other hand will always try to return to its center position
and trimming only applies an offset to the elevator that is not fed back to the sidestick. You
can try trimming again, but now while accelerating. The precise trimming of an aircraft can
require some practice, so do not worry if it takes you some time to get the aircraft trimmed.
Note that once you’re trimmed for a certain airspeed, the aircraft will automatically stay at
or around this speed and you will descend or climb depending on the amount of engine power
you have applied. We will make use of this later on when we will be descending towards the
runway at a trimmed approach speed but with lower engine power and higher drag from the
landing gear. Flying this approach while in trim will be much easier while in trim, so take
this opportunity to get familiar with the trimming routine!
Last thing before it gets more complicated, we keep the airspeed constant, now descend or
climb by pulling the thrust levers back or pushing them forward. Descend to a 500 feet
lower altitude and level off at that altitude while still keeping your original speed. Try not to
overshoot the new altitude! If the aircraft is properly trimmed you can use the engine throttles
to change altitude and not worry about making too many stick inputs in the process.
In practice we may have to do all of these basic flying maneuvers simultaneously. At flight
training academies students learn to fly a ‘c pattern’ which indeed combines all of these in
four 360 degrees turns connected by straight line of flight segments. Be convinced these ‘c
patterns’ require a lot of dedicated exercise before you will be able to fly them with the
accuracy flight instructors want to see. Nevertheless, you are now going to make a turn while
climbing or descending. If during the previous exercises you had difficulty watching your
airspeed, altitude and direction at the same time, you can ask your co-pilot to take over the
throttle so you can concentrate on the turn and climb or descent.
The Citation’s eigenmotions can also be simulated in the simulator. We will show you two
of these eigenmotions, the phugoid and spiral motion. Make sure the aircraft is in a trimmed
situation. Gently pull the stick backwards until a pitch angle of about 10 degrees is reached,
release the stick and watch how the aircraft behaves. Because the aircraft’s attitude is changed
and altitude is gained, the velocity drops. Because of the static stability of the aircraft, the
aircraft starts a descent and altitude decreases and velocity increases. The eigenmotion is a
constant angle of attack (but varying pitch angle) exchange of airspeed and altitude, and a
sinusoidal movement is observed. As you know, this eigenmotion is called the phugoid and
is only lightly damped and if no action is taken the phugoid can last for minutes. Another
eigenmotion which can be shown in the SRS is the spiral. Turn the aircraft to a specific
bank angle and remove the lateral stick deflection. To suppress the developing phugoid you

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3-2 The flight 12

can apply a little back pressure to keep the nose horizontal, or perhaps even quickly trim it.
Depending on the flight condition and bank angle you gave, you might see the aircraft slowly
starting to turn to a higher bank angle. This is a divergent eigenmotion compared to the
convergent behavior of the phugoid. In the real aircraft this behavior is more extreme because
the SIMONA model is marginally stable while the real Citation is marginally unstable.
Now that you have become familiar with flying the aircraft we will start making an approach
at Schiphol. Most common is to use the Instrument Landing System (ILS) to guide you to
the runway by presenting deviations from a 3 degree glide slope and the centerline localizer
as shown in Figure 3-3. To use an ILS for landing, the frequency corresponding to it must

Figure 3-3: The Instrument Landing System

be tuned on the navigation radio. In this simulation this is done automatically; you can arm
the approach mode, which is used to fly an ILS approach, by clicking the APP button on
the MCP. Usually the pilot-non-flying (PNF, your fellow student) will handle the MCP and
communication with ATC, so you can concentrate on flying the aircraft.
When looking at the Horizontal Situation Indicator (HSI) part of the PFD you can see your
deviation from the localizer (middle part of the yellow arrow pointing along the runway
centerline) and glideslope (green ’G’ symbol). Your goal is to minimize these deviations so

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3-2 The flight 13

Figure 3-4: Horizontal Situation Indicator during ILS tracking

that you follow the prescribed approach path to the runway. Figure 3-4 illustrates how to
interpret the HSI during an ILS tracking task.
In the demonstration flight we start by positioning you overhead Schiphol at 7000 feet, fly-
ing at around 220 knots and with the aircraft in clean configuration (gear and flaps fully
retracted). You will get heading instructions (radar vectors) for an ILS landing on runway
27 at Schiphol. An indication of the path you will follow is given in Figure 3-5. After the
simulation starts first click the ‘HDG SEL’ button on the MCP. In our simulation this makes
the Schiphol VOR the active navigation radio beacon. On the PFD you can now see the
bearing and distance with respect to this VOR. Once you overfly the Schiphol VOR, you will
receive instructions to turn to a heading of 65 degrees. The course of the VOR is already
set at 65 degrees so for an additional challenge you can use the VOR as a reference to follow
the outbound radial, i.e. not only follow the correct course but also at the correct lateral
position. If flown correctly, the line between the VOR and your aircraft will also have an
exact heading of 65 degrees. In this case the yellow arrow on your HSI will have its center
lined up and will point straight up. After a while, ATC will tell you to turn right to a heading
of 90 degrees. This path is called ‘downwind’ and is followed by a turn to a heading of 180
degrees to ‘baseleg’. At this point you can click on the ‘APP’ button on the MCP to tune
the navigation radio to the ILS and start tracking the localizer deviation. Before you cross
the runway centerline you will receive a command to turn to heading 240 to intercept the
localizer. This intercept angle of 30 degrees with the runway centerline eases the localizer
interception. During the whole approach you will descend from your original 7000 ft to 2000
ft when you intercept the localizer part of the ILS. You will have reduced speed from 220
knots to around 180 knots or lower at this point and will continue to decelerate to 160 knots
by the time you pick up the glideslope. When reaching 160 knots extend the flaps to approach
configuration (15 degrees) to lower the landing speed. Once you intercept the glideslope you
descend tracking the glideslope. This is also the moment where you lower the gear. At an
altitude of around 1200 feet you should select full flaps for landing (30 degrees on the flap
lever, which translates to 40 degrees in the Citation) and reduce your speed to 120 knots. You
will need to trim the aircraft for this big airspeed change. You are now on final approach!
Control pitch and roll as you learned before, but now, you don’t bother about altitude or
heading but rather just about your position with respect to the centerline and glideslope. The

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3-2 The flight 14

biggest mistake in this phase is to overcorrect and destabilize your approach. You control
your descend rate with the throttles, your pitch angle and thus your speed with the elevator
and your lateral position through small heading changes with the ailerons. Try to keep proper
speed (around 160 knots during the first part of the approach, slowing to 110 knots at the
landing) by keeping your inboard hand on the thrust levers or asking the PNF to help you.
Don’t forget to re-trim the aircraft when changing speeds!
The ILS will guide you to the beginning of the runway. Below 50 feet above the runway, you
may fully shift attention from the display to the outside visual scene as you will now try to
make your first nice landing with a jet aircraft. Continue your flight path down, staying on
the centerline and controlling your speed until you reach an altitude of about 20 feet. Now
start moving the stick backwards just a little bit to raise the nose (pitch) about 2 degrees.
Smoothly close the thrust levers such that they are fully closed when you smoothly settle on
the runway. Well done!
After landing, the simulator will be reset and you will now make a second flight as a PNF
assisting your fellow student. The scenario for this flight will follow many of the same ele-
ments and will include another approach and landing in Amsterdam, but now flown with the
sidestick.

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3-2 The flight 15

Figure 3-5: An approach path to runway 27

Manual for the SIMONA Research Simulator Laboratory Exercise

 Chapter 4

Safety Guide for cabin occupants of

the SIMONA Research Simulator

This guide gives a concise overview of safety related information regarding the SIMONA
Research Simulator, and is current as of April 2022. It contains all information that is needed
to safely ride in the simulator cabin during flight. This guide must be read and understood
by all people present in the simulator during flight. You should also watch the safety video
here: https://youtu.be/PXijsyJ3hro. Additional procedural instructions are given on site
by the experiment supervisor or simulator operator, before flying in the simulator.

4-1 Instructions

Startup and shutdown instructions

• Fasten seatbelts and keep fastened until hydraulic pressure has been switched off after
shutdown and access bridge has been connected, as reported by the simulator operator.

• Do not hold or touch any control devices (control column or wheel, sidestick, rudder
pedals, cyclic stick or collective) during startup.

Seat belts The seat belts are 5-point belts with two shoulder straps and two waist straps
connected to the fastener on the front (left seat) or left strap (right seat). Seat belts must be
worn at all times during pressurization of the hydraulic motion system. Rotate the fastener
to the left or right to release.

Seat adjustments The seats can be adjusted in the longitudinal and vertical direction using
the handles on the inboard side of the seat. The longitudinal adjustment is also used to move
the seat to the rear for easy access during boarding.

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4-2 Emergency information 17

Control loading The simulator operator remotely engages and disengages the electrically
loaded column, pedals, and sidestick. During startup, as announced by the operator, all
devices should be free to move. Do not hold or touch them at this time.

Intercom and video surveillance An open intercom and video connection between cabin
and control room is present via the speakers, microphones, and cameras in the cabin. The
operator will always hear you.

4-2 Emergency information

Emergency button In case of emergency, press the red emergency button on the left panel
(left seat) or the pedestal (right seat). The motion pump will immediately shut down and the
system will move to the down position. Contact the experiment operator over the intercom
to receive further instructions. Although the system will not be harmed by an emergency
stop, less time critical emergency stops (e.g. developing nausea) can be requested over the
intercom. The operator can then stop the simulation in a more controlled manner.

Emergency exit After the simulator has come to a full stop, the crew can exit through
the door in the rear of the cabin. The availability of the regular access bridge is shown on
the display on the right of the exit door. It will show ‘NO BRIDGE’ while the bridge is
out of position; if opening the door is absolutely necessary at this point (e.g. with smoke in
the cabin), press the silver escape button, which will unlock the door and stop any bridge
movement. In this case use the emergency rope ladder located above the door to exit the
simulator. The exit procedure and locations of the override button and rope ladder are shown
in the safety video. If there is smoke or vapor in the simulator room, escape hoods located
in the back pocket of each seat can be used.

Table 4-1: How to exit the SRS

Normal exit with access bridge Unusual attitude exit with
emergency ladder
Communicate intentions with control room Communicate intentions with control room
Wait for simulator to come to full stop Wait for simulator to come to full stop
If possible, wait for hydraulic power cutoff If possible, wait for hydraulic power cutoff
If possible, wait for access bridge
Undo seat belts Undo seat belts
Wait for ”no bridge” light to extinguish Open door, using escape button
before opening the door
Deploy emergency ladder
Exit simulator over access bridge Exit simulator using emergency ladder

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4-2 Emergency information 18

To exit the simulator building, use

• the normal exit via the stairs on the front of the building

• the emergency exit in the rear of the building

See figure 4-1 and figure 4-2.

Figure 4-1: Second floor plan

Figure 4-2: Third floor plan

Fire extinguishers Two fire extinguishers are attached to the access bridge. Additional
extinguishers can be found on the left behind the Motion Control Cabinet and on the 3rd
floor balcony in front of the Control Room. Operating instructions can be found on the
equipment itself.

General emergency instructions Refer to the chart below (figure 4-2) for general emergency
instructions, as provided by the university and posted in the building.

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4-2 Emergency information 19

Manual for the SIMONA Research Simulator Laboratory Exercise