SEMS and FLIGHT SIMULATORS The performance of flight simulators are also based on measures characterized by being punctual and indirect, and therefore inaccurate, which are interpreted according to calculations based on mathematical models generally known as Methods of Finite Elements (MEF), which as we know allow us to "predict" "approximate" solutions of the elasticity, represented by "springs" and "shock absorbers".

1. SEMS and FLIGHT SIMULATORS
The performance of flight simulators are also based on measures characterized by being punctual and indirect, and therefore inaccurate, which are interpreted
according to calculations based on mathematical models generally known as Methods of Finite Elements (MEF), which as we know allow us to "predict"
"approximate" solutions of the elasticity, represented by "springs" and "shock absorbers".
If the elasticity is "the quality that have the bodies or structures to express their mechanical properties, both at rest and in motion", it is clear that current
simulators don not represent accurately, the mechanical properties of the aircraft in flight as result of the aerodynamic forces that cause the aeroelasticity.
MIGUEL CABRAL MARTÍN

2. SAFETY and HIGHEST SKILL OF THE CREW
The best Flight Simulator as system of evaluation of the crew, will always be the own aircraft in real flight conditions. With the use of SEMS, is the aircraft itself
which can evaluate the ability of pilots in real flight conditions.
In a simulator, whatever be the maneuvers to simulate, these will always be mechanically inaccurate, and even such inaccuracy will always be higher in extreme
maneuvers, due the complexity of the calculations involved; as evidenced by the fact that current navigation systems have not been able to resolve the critical
situations which have resulted in accidents of all kinds. Accidents which could have been avoided by the SEMS system by detecting the causes in advance of
hours, days, weeks, and in the case of unforeseen causes, the system would had corrected them with scientifical accuracy.
Since this system allows the accurate skill evaluation of the crew in real time during the flight, this fact will let the developing of the maximum ability of the crew by
correcting or telling them in advance the exact maneuver to perform, or by correcting it in real time; avoiding any error of the crew because the constant
improvement of the crew’s skill. On other side, the current ground simulators would become worth-while tools for the teaching and training of the crew, for the
best understanding and accurate use of the SEMS later in flight.
Given the simplicity of the system, the software or program should also be very simple compared to existing ones, so any commercial computer would become a
scientifically accurate simulator at all levels, and therefore an essential academic tool, both: for theoretical use (making the calculations) and for practical use
(checking the results).
All the above will leads to a redundancy in safety that would allow us to have:
1. A crew with a constant improvement of their ability in real time during flight conditions.
2. An aircraft capable of maneuvering with scientifical accuracy without human intervention, from the boarding site to the “finger” site.
3. An aircraft which could be manned from the ground with scientific accuracy.
4. An approved unique system that would avoid the mistakes by confusion because of the different existing systems, as apparently was one of the causes of
the Asiana accident (Flight 214).
These safety improvements would mean a relaunch of commercial aviation as ever in its history, with considerable savings in overall costs and particularly in the
cost of passages. However, for all this progress be certain, before we must recognize the two New Physical Laws that makes this possible.
MIGUEL CABRAL MARTÍN