## 2 Materials and Methods  
### Research Methods for Measuring Energy Consumption  
Research on energy consumption during flight was carried out using the CKAS MotionSim5 flight simulator (Westmeadows, Australia). This was developed in the Simulator Research Laboratory at Poznan University of Technology. This device can be certified as an EASA FNPT II MCC Flight Trainer (Flight Navigation and Procedure Trainer Multi Crew Coordination). This simulator is made to simulate four types of aircraft. In the presented research, both a piston engine (PE) and a light jet aircraft (VLJ) are chosen. A more accurate description of the device was shown in articles published by our research group, for example in [19; 20]. To obtain energy consumption results, five pilots were asked to perform flights. Each of the pilots was informed about the purpose of the research and could resign from it at any time. All tests were carried out between 10 a.m. and 3 p.m., and the pilots reported that they were refreshed and fully fit for flight. The experience of the pilots was between 100 and 240 h of flight time. Participants were divided into two groups according to their flight experience. All pilots were men aged 19 to 23. Each of them made flights that differed in the selected weather scenario, the propulsion used, and the use of the motion platform. The results of these tests allowed for the determination of energy consumption in individual flight phases in each of the mentioned simulator configurations. Figure 1: The course of flight training to obtain an ATPL license [18]. To perform calculations of energy consumption during integrated aviation training, flights with three different configurations was needed: flights with one-piston engine propulsion (PE), two-piston engine propulsion (2 PE), and jet engine propulsion (VLJ). Each flight were performed in CAVOK weather conditions with the motion platform enabled. Due to energy consumption calculations, the hours of integrated ATPL training were divided among those performed in PE aircraft, 2 PE aircraft, and VLJ aircraft. The energy consumption of the flight simulation system was based on the measurement of all electricity connections supplied to the elements of the CKAS MS5 system. The single-phase connection of the Motion system (80 A) was characterized by the highest maximum load. The second source of energy was a three-phase connection (16 A) for connecting a control and visualization unit based on a cluster consisting of five computing units. The whole of the above installation is connected in parallel with the UPS system, which allows for safe termination of the simulator operation after a power failure [15]. Electricity meters were connected to the data archiving system to achieve the synchronization of the reading time equal to f = 1 Hz in relation to the simulator operation time. A schematic diagram of the tested installation is shown in Figure 2.  
Based on energy consumption measurements, we obtained the total value of energy used by the simulator per flight operation in each propulsion configuration. Each flight consisted of take-off, climb-out, cruise, approach, and taxi. Energy consumption for each propulsion and phase is shown in Table 1.  
Flight operations were divided into LTO cycle phases. We also needed to perform emission calculations. to achieve the purpose of the article and indicate the advantages of simulation implementation in pilot training in four different scenarios. The scenarios were adopted in accordance with the subsequent stages of ATPL training. Parts of the training were separated into those that could be carried out in simulator conditions and are the next licenses on the way to ATPL. The first scenario (A) assumes that complete pilot training (to ATPL) is undertaken in simulation conditions using a Flight Simulation Training Device