737 pilot in command manual pdf

737 pilot in command manual pdf

Discover everything Scribd has to offer, including books and audiobooks from major publishers.Browse Books Site Directory Site Language: English Change Language English Change Language. Any manoeuvres will affect the wings state Nearly every switch, lever and dial is modelled in 3D and functions like the real thing. Great care has been taken in the construction of the VC to give you a complete pilot’s experience Whatever your knowledge level, the user's manual will teach you all systems and procedures step by step. Easy to follow, this guide gets you up and flying really quickly! Among the simulated systems are fuel, electrical, anti-ice, hydraulics, pressurisation, fire protection, weather radar, TCAS and more - everything you need to operate the 737 just like a real aircraft. Wilco B737 PIC Wilco B737 PIC So create such a flight, set the parking break and save it. INIT REF button - Index page ? 6L - Ident page ? 1L - Pos Init page ? 6R - Enter Airport Dep Code (example EDDT) ? 2L - IRS-Display Window (open) o IRS DSPL Selector. Request FP correction Correct (if needed) Clrc.AP Disengage bar ? FD (Flight Director). AT (Auto-Throttle). Alt (AP) ? VNAV o DES NOW: ? Alt (AP) ? FMC ? Page 2 ? Des Now ? Execute o FL CH: ? Alt (AP) ? FL CH (AP) ? Speed (AP) o Change Cruise Alt. VNAV Next Page 6R EXEC Set On Set to IAS, set Speed ACT ECON CRZ page. GRD On Off Off Off Off On Off Off Standby Off Off Off Standby Off Checklist for Wilco 737 PIC with Microsoft Flight Simulator. Wilco 737 PIC by Carsten Rau Fuel planning notes, all for -300 variant, -400 and -500 differ slightly: Flightplan fuel planning (up to 1000nm): Flightplan fuel planning (1000 to 3200nm): Note: Start at the bottom, look up your desired distance. If you want to fly 3500nm you will realize you probably won’t reach your destination. FL350 or 370 (same line) ? 25.000 LBS fuel at lowest TOW ( We are a non-profit group that run this service to share documents.

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We need your help to maintenance and improve this website. Adding Feelthere Wilco 737 to my Simulator collection is perhaps the best gift on my Birthday in 2008. I think the onlyIf you want to know more about 737, I recommend thatThis Sample flight will just teach the basics on how this Beautiful. Airplane set up take off, cruise on high altitude and then perform an auto landing. I suggest that always press P to pauseHere is how to start cold and dark stage of Wilco Feelthere737. Go to start theClick this.Select Boeing feelthere Wilco. Aircraft model 737-300.Click ok. Click this. And select BoeingHeathrowClick thisEGCC and the runway is 6L. Step 1 Select United Kingdom. Step 3 Select EGCC. Step 2 Select Manchester. Step 4 Select runways 6L. Step 5 Click ok when finishRunways, HEY! This is a Example remember. You can start. To the any gate you want.)Step 1 Select United Kingdom. Step 3 Select EGLL. Step 2 Select LondonClick up arrow until 10000. Click saveClick saveClick ok when finishLet us START itBefore. AfterThe button will just go back in the middle, and the APU BUS GEN LIGHT IS OFF. But look at the AC AMPS you GOT POWER!!!Seat Belts lightDo the followingDo the following:Check if this is Red. If not then click this knob.As you can see the throttle is in idle make sure that your joy stick also is in the idle position. On the lower part of theIts normal to start Engine Right to Left (don’t ask me why) so turn the knob of Right engineWait for at least 10 seconds as the engine runs then click the lower part of the throttle click the lever so it will go from. CUTOFF to IDLE.Now start the Left Engine by clicking the knob of Engine. Start to GND. Just like right engine it as you hear its running wait for 10 seconds before clicking the lever of Left Engine on the throttleStep 2. Select to Align. Step 3 Select to AlignStep 2 Select to NAV. Step 1. Select to NAVPress CLR on the CDU key pad twice to clear out data entryPilots and Navigators.Step 01.

Step 02Then click EXEC button to execute after that click LEGS. Step 01. Step 02. Step 03. III. When you compare to the data on step 11.Type in EGLL then click 1L. Afterwards Key EGLL click 1R. Click 1R. Click 1L. Step 01 KeyStep 01. III. Click CLR twice then type in HON on the CDU keypad then click 1 R. Click. Key inIV. Oh uh! what is this? This means there is duplication. Go to Flight plan. Press ALT on the keyboard then Flight then flight plan. Click Find Route then on the listUsing CDU key pad Type BEREK and click 2R. Just like HON, BEREK also have a duplicate Waypoint. This time the way point is not a. Just like before it’s the first one. Then its 1L again. Step 1. ClickClickUsing CDU key pad type COWLY and press 3L. Using CDU and press to 4L. Step 2. ClickClickBy typing EGLL using CDU key pad then click 5L to enter it. Then click 6R to activate theStep 2. Click 5L. Step 1Click 6RClickSo let us continue entering the stuff inIf you can remember Step 6 weStep1Click 1R. Click 1LThen click 2R for ARRival. ClickClick 2R. Step2But since this is a simulation let me select what. FS2004 always choose, that is runway 09L. Click 1R then click EXEC button then go back to LEGS to checkStep 2. ClickClick 1R. Step 3We must remove the unnecessary waypoints. Follow theStep 2. ClickClickClick 2L. Step 4. ClickStep 2. ClickStep 1. ClickOn 1R enter 10000. On 4L enter 6. OnStep 2. Click 6R. Click 6RTurn on the FDClicking to the LeftClicking to the RightClicking to the RightClicking to the RightJeppesen Chart to check the COURSE. We are landing on runway 9 Right. Clicking to the RightStep 1 Click the. Flap lever 5Step 2 Watch the Dial tillSet Auto brake toOR click this knob.Step 1 clickIt will shut down the APUIt will climb as it turns to the first way point.Click this to range 60You can see waypoint HON. As you can see the route is predicting that on BEREK your Altitude must be 9600 ft. Just continue flying in auto pilot and wait until we reach HON.Click thisIts time to descent.

Why 5000? Because we are too close toClick this to rotate the knob and the numberClick thisClick this to rotate the knob and the numberClick LVL CHG button to activate.He will say 9L but you can request 9R.Click on the left side to reduce theWe shall see if the localizer is alive. The Magenta TriangleActivate by clicking this.Click that small triangleWatch this. Watch this!!! Ok itsStep 1 Click APP. Step2 Click CMD BStep 1 hit this key. Step 2 hit this key. Step 3 hit this keyThen full stop by press. (Period)Nice Landing!!! Call ATC and taxi to your Gate. I am going to London to see my daughter.I am not a 737 pilot and this manual is Microsoft Flight Simulator only. This sample flight is dedicated to my beloved daughter Beatrice Joy. Many thanks to Mr. Christophe Modave. Thank you to Wilco Publishing and www.Feelthere.com. Recommended software:File Type Extension: pdf. PDF Version: 1.4. Linearized: Yes. XMP Toolkit: 3.1-701. Producer: Acrobat Distiller 7.0 (Windows). Creator Tool: PScript5.dll Version 5.2.2. Creator: Neil. Title: Microsoft Word - Tutorial Flight FOR WILCO FEEL THERE BOEING 737.doc. Document ID: uuid:488cedcf-2ff1-4136-87f6-d35d4033255a. Instance ID: uuid:1f98edad-b689-44f0-aae5-6ec39aa0928e. Page Count: 52. Author: Neil. You must have JavaScript enabled in your browser to utilize the functionality of this website. Please log in to our shop (My Account on this page) to display prices with your VAT rate (based on your country). You will probably find the answers to your questions, saving you time. Most do work as they are but we strongly recommend to run FSX add-ons under the latest Windows Operating Systems. Be sure to always use the latest version of our software by downloading the latest patch (available from the SPECIFIC SUPPORT page) or version (available from the download page if you purchased the download version from Wilco Publishing store - link included in the order confirmation).

If you purchased the download version from another site, please contact your retailer so he can supply you the latest download version. Specific support question per product can be reached through the Product page, SUPPORT tab. Where can I find product LIVERIES, MANUALS, VIDEOS,.? All extra topics can be reached through the Product page, EXTRA tab. If you are using Internet Explorer 9 and experience black pages or cannot select the CD or Download version of a product, this is a known bug at Microsoft. Please use Firefox or any other browser in the meantime. A solution should be found pretty soon. Former Airbus Series Vol.1 and Vol.2 Support page (not for the Evolution Series): Airbus Series Vol.1 - Airbus Series Vol.2 If your account cannot be found or is empty or missing downloads, please follow the link HERE. This concerns downloads ordered on our former website up to end of January 2011. The current and future downloads will appear on this new website only: My Account page (upper right corner). Important: as soon as downloaded, please make a back up copy of the files and their keycodes. Look at the other download files and download the latest version. If your instruments display 'Error, please contact vendor', it means that you did not give full administrator rights to your Flight Simulator folder. Please refer to the VISTA procedure on this page. At the first add-on installation, make sure to accept the DLL Warning after the aircraft selection. During the installation process, simply browse the installer to this folder.Further to a change in the Aeronautical real world, the publicly available FMS information we used to work with no longer exists. Therefore, if you want to update this FMS database will have to rely on Navigraph 's offering. Aircraft covered by their service: 737 Pilot in Command, 777, Airbus Series, ERJ 145, Legacy, CRJ 2004,.

Please note that all support requests related to databases updated using Navigraph have to be dealt with through Navigraph support directly. This is not an official technical support forum. More information can be found at.Log in to your account and look for the Serial Numbers corresponding to your purchased products. If it is about a CD-Rom product, please contact us through the form below on this page. We will then ask you to provide us a proof of purchase. It can be a scan of your CD, saved as JPG. If airplanes are your passion.Join Captain Mike Ray as he presents his collection of airline and flight simulation training aids, books, informational manuals, artwork, pictures, cartoons,.AMAZING NOTICE: You can actually view this website translated into hundreds of different languages by using the Google translator.Highly recommended by hundreds of satisfied airline pilot users as well as experienced flight simmers. Available in COLOR, BLACK and WHITE and DOWNLOAD PDF These books are available in both COLOR COIL-BOUND, BLACK and WHITE COIL BOUND editions as well as downloadable PDF for your tablets and e-readers here. Highly entertaining and filled with the information about those topics that flight and aviation fanatics love to talk about. All of the information in these books apply to actual airplane flight dynamics and how they relate to reality-based simulations. The material is a visual feast for any individual with an appetite for anything to do with airplanes and flight. Extremely entertaining... Fasten your seatbelts! While he was spending his youth and flying the S2, he took lots of pictures. Now that time has turned his experiences into distance memories, he wants to share the USS Hornet Pacific cruise of 1965. Makes a great gift for any airplane fanatic that you might know.Check out these at the ZAZZLE POSTER store where you can get Captain Mike's cockpit poster set. There are four sets: 737NG, A320, 777, 747-400. OK, maybe food.

but if you are like me, and you love to view these beautiful machines, here is the website to go to. You must have JavaScript enabled in your browser to utilize the functionality of this website. Please log in to our shop (My Account on this page) to display prices with your VAT rate (based on your country). Nearly every switch, lever and dial is modelled in 3D and functional just as the real thing. Whatever your knowledge level is, the user's manual will teach you step by step all systems and procedures. Easy to follow, this guide gets you up and flying really quickly.The Weather Radar requires FSUIPC (free version). Download File Size: 204Mb How compatible is this add-on with FSX, P3D, FSX:Steam Ed., Windows 8.1,. ? Read our complete table. Click to enlarge. Apart from bug fixes and repairs there are many additional model features. Exterior model: - Re-modeled wingflex effects with flaps and spoilers seamlessly following flex angles even when deployed. - Revised and improved Krueger leading edge flaps and slats. Kreugers now have correct secondary retractable segments. - Revised spoilers and ground spoilers with more details. - Revised flap animations more closely resemble the triple slotted flaps of the real 737 classics. - New “flatter” profile windows now with visible frames. - Numerous “tweaks” to shapes and profiles, all over the airframes. Close to 140 individual changes and upgrades have been made to this package making it a really “worthwhile” upgrade to 737PIC EVOLUTION. Download full-text PDF Nevertheless, pilots are still a central element of the aviation safety net, and human perception, cognition, and creativity are cr ucial in dealing with ambiguous or abnorm al situations. Pilots must carefully choose an adequate level of automation to maintain situational awareness and to operate their aircraft safely. However, there are ongoing discussions if increased automation contributes to pilots’ over -reliance and manual flying deficiencies.

This paper investigates the influence of different procedural environm ents on pilo ts’ manual fly ing proficiency. Beyond a comprehensive theoretical background on the topics of manual flying skills, automation, and flight deck procedures, it provides evidence on t he impact of deficient manual flying skills on flight sa fety, especially concern ing Loss of Co ntrol In-flight (LOC-I ) accidents. Moreover, th e results of a rela ted quantitative survey conducted among more than 1,500 pilots world-w ide are discussed against the backdrop of late st research and industry initiatives. By means of an integ rated approach, adequate and balanced SOPs can support pilots’ opportunities to acquire and maintain resi lient manual flying skills, not least durin g line operations. The number of flight hours of the commercial western-built jet fleet alone has doubled between 1996 and 2015 (Boeing 2016a ). Concurrently, flight safety has reached new heights, and flying is by far the safest means of transportation world-wide: according to the International Air Transport Association (IATA), only 1. 61 airliner accidents per million flights were recorded in 2016 (I ATA 2017). Fig ure 1 displays an overview of accident rates and onboard fatalities from 1959 to 2015 (Boeing 2016a ). Figure 1: Accident Rates and Onboard Fataliti es per Year (Boeing 2016a) However, severe accidents continue to oc cur. Especially if a large loss of life is involved, public attention and media cov erage are considerable (Ga rcia-Gavilanes et al 201 6). The ramifications of such an event can even threaten the economic viability of entire companies. Moreover, there are several issues around system complexity, and pilots often fail to effectively in teract with inscrutable systems that can i ncrease workload instead of reducing it (Mosier 2010).Pilo ts m ust carefully choose an adequate level o f autom ation to maintain situational awareness and to operate their a ircraft safely.

Withi n the procedural concept of the SOPs, however, a flight cr ew’s “ freedom of manoeuvre ” (see chapter 3.6.2) can be defined in quite different ways. SOPs or overlying automation policies can be defined i n a way that flight crews can dec ide how to fill the procedural framework w ith an adequate use of automation. Otherwise, SOPs or automation policies can be prescribed in a rather narrow way pr ecisely specifying which level of automation or even which autopilot mode flight crews must use. For example, manual flying opportunities can be diminished if pilots are obliged to use the autopilot as soon as possible after take-off and as long as possible before landing; some airlines even demand to perform an automatic landing wherever practicable. Therefore, a pilot’s actual manual flying time can be limited to just minutes over weeks or months, especially in long-haul operations. A study performed in a lar ge international airline revealed that maximum automation was used during 99.6% of all analysed flights (Landry 2017). Several official publications addressed t his issue ( EASA 2013a; FAA 2013a; Transport Canada 2015) as the safety implications of pilots’ deficient m anual flying skills are significant, especially concerning Loss of Contro l In-flight (LOC-I) (IATA 2015a). However, research ha s paid l ittle attent ion to these issues so far, and presently, there is no study available evaluating the effects of restrictive SOPs on pilots’ manual flying skills, especially considering decreasing m anual fly ing opportuniti es m any pilots face. This paper intends to fill this gap by addressing the issue of pilots’ manual flying proficiency under the influen ce of different procedural environments, with the aim t o positively contribute to airlines’ safety managem ent (ICAO 2013). Chapter 2 will provide more details on the objectives and resear ch method of this paper.

Initially, an overview conce rning autom ation in aviation, required pilot skills, and flight deck design aspects will be given, and advantages and disadvantages of automation will be presen ted. An em phasis will be laid on issues around deficient manua l flying skills of pilots, and reference to related accidents or incidents will be given. The t opic of Standard Operating Procedures (SOP) will be explained, with an emphasis on different automation policies and pilots’ “ freedom of manoeuvre. ” Statistical evidence for the impact of manual flying deficiencies on commercial flight safety will be presented, especially considering Loss of Control In-flight (LOC-I) accidents. Related safety initiatives published by different legislative entit ies will complete the first part of this paper. For all these topics, a thorough review of lite rature was performed, including latest research pub lications. In a second step, t he results of a quantitative evaluation of pilots’ perspectives obtained through an online survey will be presented. More t han 1, 500 commercial pilots world-wide participated in the survey and gave valuable insights into the topics of SOPs regarding automation and their effects on manual flying. Finally, the research background as well as the end-user perspective obtained from the online survey will be discussed, and recomm endations to further enhance flight safety will be given. For this paper, the author complied with the ethical guidelines of City University of London as well as the European Commission’s “ Ethic s for Researchers” document (European Commission 2013). Appendix A provides a detailed overview o f the terminology used in this paper. However, manual control of the aircraft was st ill required. Flight decks developed during that t ime (see figure 2) were characterised by separ ate round- dial gauges indicating data received from one single source each.

Figure 2: Douglas DC-4 Flight Deck (W ikimedia Commons) With the advent of the jet age, control forces became too large for pilots, so hydraulic or pneumatic actuators were developed to amplify pilot inputs. T hus, it was necessary to review the technological advances from an ergonomics perspective, as pilots were used to have a certain “control feel” during manual aircraft control (Langewiesche 1944; Dunlap 1948). The “electric automation” of the 1950s and 196 0s further revolutionised the flight deck: aut othrottle sy stems were installed, flig ht directors provided com mand information, and aut opilots could be coupled to different modes, e.g. capturing Instrument Landing System (ILS) localisers and glideslopes; even However, navigation was still performed relative to ground-based stations. In the face of advancing automation, pilo ts were increasingly performing monitoring duties and therefore no longer directly involved in the control loop (Mouloua et al 2010). Concerns were expres sed that pilots were “losing sight of the raw data” (Billings 1991, p. 263) behind the automation’s rationale, an aspect that is still discussed regarding today ’s advanced cockpit automation. 3.1.2 Advanced Cockpit Automation Around the year 1980, the “electronic automation” era began, and aircraft with integrated Flight Management Systems (FMS) and early “glass cockpits” were introduced (Billings 1991). Instead of several analogue, round-dial gauges, cathode ray tubes (CRT) were used to present information from multiple sources in few centralised Electronic Flight Instrument System (EFIS) displays. The “map display” was introduced to improve pilot situational awareness and to show information sourced from the FMS, such a s aircraft present position and planned route. Lateral navigation (LNAV) autopilot modes allowed to follow routes along coordinate-based waypoints saved in the FMS (Abbott 2001).

With the introduction of the glass cock pit, the two-man cock pit became an indus try standard as the tasks of the flight engineer were either assumed by the aircraft’s automated systems or distr ibuted among the two remaining pilots, a ma jor change for cockpit teamw ork (Hoeft et al 2006). F igure 3 shows the fligh t deck of an A irbus A310, a typical EFIS cockpit with a combination of round-dial instruments and CRTs. As a comparison, figure 4 displays the “classic” flight d eck of a Boeing 727 i ncluding the flight engineer station. Figure 3: Airbus A310 Flight Deck (W ikimedia Commons) Head-up Displays (HUD, see figure 5) were introduced enabling pilots to have essential flight in formation av ailable within their line of sight. Liquid Crystal Displays (LCD) replaced the CRTs used in earlier glass cockpit designs, and caution and warning systems or electronic checklists wer e integrated in centralised displays. Figure 5: Boeing 787 Head-up Display (W ikimedia Commons) Digital Fly- by - Wire (FBW) flight control technology (Traverse et al 2006, Airbus 2017a) replaced traditional cable transfer and allowed the integration of computer-enhanced algorithms to re fine (or restrict) pilot input. Tailored control laws stream line the control characterist ics of different aircraf t models enabling pilots t o have a similar control feel (Airbus 2017b). However, sidesticks do not offer tactile feedback (cf. Correspondi ngly, thrust lever s on modern Airbus aircraft are normally arrested in designated detents while the autothrust system regulates engine thrust. While Boeing and Embraer have implemented rather “soft” envelope protection logics where pilots will onl y meet increasing resistance to control inputs when approaching desig n limits, A irbus has im plemented “hard” limits where the airplane will not accept control inputs t hat would result in exceedances of prescribed aircraft states (Abbott 2001).

More aspects on Fly- by -Wire and envelope protection issu es can be found in Appendix B, Detail 1. Figure 6: Airbus A380 Flight Deck (W ikimedia Commons) According to Luchtvaartveiten.nl (2016, p. 6), Airbus’ philosophy is that “A utomation should lead the aircraft through a normal and safe flight envelope and must not work against the operator’s inputs, except when absolutely nec essary for safety.” Boeing’s philosophy leaves more sovereignty to the pilot: “T he pilot is the final authority for the operation of the airplane. With automation and system sophistication moving on, handling patterns that have become common and usual for decades are underlying further change. Automation policies, SO Ps, and company cultures strongly influence pilots’ ability to deliberately use all available levels of automa tion, from manual control up to highly integrated automated m odes. 3.2 Levels of Automation Levels of automation are used to categorise different degrees of automation authority and autonomy in human-automation interaction. Parasuraman et al (2000) defined ten different levels, ranging from full manual control up to autonomous com puter control (s ee figure 7). Figure 7: Levels of Automation of Decision and Action Selection (Parasuraman et al 200 0) However, concerning aircraft control, this interaction can be narrowed down to four levels, ranging from “full manual” (“raw d ata”) up to “full autoflight” (see fig ure 8). Fi gure 8: Levels of Flight Deck Automation (Depar tment of Transport 2016) Burian et al (2005, p. 7) addressed pilots’ difficulties to determine an adequate level of automation, especially concerning non-normal and emerg ency situations: “I n som e cases, automation can help reduce the workload that crews face as they both continue to fly the aircraft and respond to a problem.

The United States’ Commercial Aviation Safety Team (CAST) d istinguished between “tactical” a nd “strategic” automation and emphasised a n adequate utilisation of automation levels (CAST 20 08). The United S tates’ Department of Transport (DoT) underlined the importance of flexible automation use: “While no single level of automation is appropriate for all f light environments, it is important that pi lots have a good understanding of the system and make the appropriate decisions when encountering unusual situations, such as when automation fails or there is an em ergency ” (Department of Transpor t 2016, p. 4). Thus, it is crucial that pilots can perfo rm their d uties in a procedural environment th at offers an adequate “ freedom of manoeuvre ”, thus enabling a deliberate use o f all levels of automation (see chapter 3.6.2). During all phases of flight, it was crucial for pilots to per form an accurate judgm ent of their environment and to derive an equally accurate response from it. Increased experience resulted in a more accurate pe rception that in turn promoted more accur ate responses. Nowadays, highly autonomous automated aircraft system s have altered the skillset required for aircraft control. Except for very short times during takeoff and land ing, it is no longer required to determine an aircraft’s position in space by means of outside cues. Cockpit displays offe r a multitude of info rmation, often visualised in a way to simplify pilot identification and awareness. The primary tas k of a pilot in the electronic cockpi t environment is to analyse the information available, and to monitor and supervise system performance. Mosier (2010, p. 158) stated that “the i mportance of han dling skills has been replaced by an expectation of management skills requiring rule-based and knowledge-based cognitive control.

” An intuitive handling of electronic “raw data” information using mental shortcuts or recognition processes is not advisable, and a structure d, analytical approach is required. Moreover, new cognitive demands evolve with every technological step, often involving monitoring tasks. As humans are not perfectly suited for extended times of m onitoring (Abbott et al 1996; Ferris et al 2010), pilots often struggle to remain vigilant continuously monitoring an automated system (Warm et al 2008; CAA 2013b), especially i f errors occur only rarely (Casner et al 2014). Tiredness and fatigue (Mallis et al 2010; Williamson et al 2011) are among t he performance shaping factors that are most closely interrelated with m onitoring issues. It remains cru cial for pilots to interact conscious ly and vigilantly with their aircraft’s automated systems within the respective Standard Operating Procedures (SOP). Although the technological evolution of a viation has shifted required pilot skills from psychomotor towards cognitive skills, the “hybrid ecolog y of the flight deck” ( Mosier 2010) still requ ires competence i n both areas. The FAA’s Flight Deck Automation Working Group (2013, p. 70) stated: “M any pilot skills are developed over time and, as with any skills, they need to be practiced to be maintained at the appropriate level of expertise. Cognitive skil ls, such as navigation and failure recognition and diagnosis, are prone to forgetting and may depend on the extent to which pilots fol low along when automation is used t o fly the aircraft. Although cognitive sk ills demonstrated to be rather susc eptible to skill fading, Casner et al (2014) remarked that psychomotor skills were still subject to atrophy. Dunlap (1948) described aspects such as human reaction time, equipment design and placement, as well as ergonom ic aspects such as required control forces and system feedback.