Simulator Question For Pilots
Discussion
Depends on what's trying to be achieved.
If it's a case of practicing certain procedures then there may be a bit of a hint in the pre-flight briefing......"So today we'll be concentrating on the fuel system" etc.
Then again, if it's a bit of a grilling it might be no-holds-barred dealer's choice.
If it's a case of practicing certain procedures then there may be a bit of a hint in the pre-flight briefing......"So today we'll be concentrating on the fuel system" etc.
Then again, if it's a bit of a grilling it might be no-holds-barred dealer's choice.
Willy Nilly said:
When you have to do your ongoing training in a simulator, are you told what emergency situation you will be practicing or do you go at it blind like you would in a real emergency?
Both.The sims are split over the year, in my outfit summer time, day one is done as if it where an actual line flight. You will be given 3 events, minor, medium and major events to deal with. You have no idea what's coming, there will be no clues, you just get on with it. Day two is more training where we look at industry events - eg my last sim we did upset recovery where we put the sim (A320) into the same situation as the Air Asia 320 stall. We look at how they managed to get themselves into that situation and how to avoid it and how to recover. There are other things we cover to, all of which you are given a heads up on. This time also included major electrical problems.
Winter sim is more licence renewal stuff to satisfy the CAA, usually all done on day one along with low viz operations and autolands with failures. Day two will again be mostly training.
Chuck328 said:
Willy Nilly said:
When you have to do your ongoing training in a simulator, are you told what emergency situation you will be practicing or do you go at it blind like you would in a real emergency?
Both.The sims are split over the year, in my outfit summer time, day one is done as if it where an actual line flight. You will be given 3 events, minor, medium and major events to deal with. You have no idea what's coming, there will be no clues, you just get on with it. Day two is more training where we look at industry events - eg my last sim we did upset recovery where we put the sim (A320) into the same situation as the Air Asia 320 stall. We look at how they managed to get themselves into that situation and how to avoid it and how to recover. There are other things we cover to, all of which you are given a heads up on. This time also included major electrical problems.
Winter sim is more licence renewal stuff to satisfy the CAA, usually all done on day one along with low viz operations and autolands with failures. Day two will again be mostly training.
Chuck328 said:
Both.
The sims are split over the year, in my outfit summer time, day one is done as if it where an actual line flight. You will be given 3 events, minor, medium and major events to deal with. You have no idea what's coming, there will be no clues, you just get on with it. Day two is more training where we look at industry events - eg my last sim we did upset recovery where we put the sim (A320) into the same situation as the Air Asia 320 stall. We look at how they managed to get themselves into that situation and how to avoid it and how to recover. There are other things we cover to, all of which you are given a heads up on. This time also included major electrical problems.
Winter sim is more licence renewal stuff to satisfy the CAA, usually all done on day one along with low viz operations and autolands with failures. Day two will again be mostly training.
Do you work for easyJet by chance?The sims are split over the year, in my outfit summer time, day one is done as if it where an actual line flight. You will be given 3 events, minor, medium and major events to deal with. You have no idea what's coming, there will be no clues, you just get on with it. Day two is more training where we look at industry events - eg my last sim we did upset recovery where we put the sim (A320) into the same situation as the Air Asia 320 stall. We look at how they managed to get themselves into that situation and how to avoid it and how to recover. There are other things we cover to, all of which you are given a heads up on. This time also included major electrical problems.
Winter sim is more licence renewal stuff to satisfy the CAA, usually all done on day one along with low viz operations and autolands with failures. Day two will again be mostly training.
My mate is an easyJet examiner and mentioned the Air Asia stall as part of the sim work recently.
It is pass/fail in a way however, if you balls up say a go around on one engine, you usually get a chance for an re try there and then. Consistent failure to reach required standard will go to training management for review and further training.
There is a limit though. I remember one old gent who just couldn't be arsed with it any more. No doubt if it went tits up for real he would have "pulled it out the bag" but in the simulators he was just fed up with it all after decades in the saddle. He "retired" to spend his time with classic cars.
Hohoho - Yep, we may very well have crossed paths at some point.
There is a limit though. I remember one old gent who just couldn't be arsed with it any more. No doubt if it went tits up for real he would have "pulled it out the bag" but in the simulators he was just fed up with it all after decades in the saddle. He "retired" to spend his time with classic cars.
Hohoho - Yep, we may very well have crossed paths at some point.
Chuck328 said:
It is pass/fail in a way however, if you balls up say a go around on one engine, you usually get a chance for an re try there and then. Consistent failure to reach required standard will go to training management for review and further training.
There is a limit though. I remember one old gent who just couldn't be arsed with it any more. No doubt if it went tits up for real he would have "pulled it out the bag" but in the simulators he was just fed up with it all after decades in the saddle. He "retired" to spend his time with classic cars.
Hohoho - Yep, we may very well have crossed paths at some point.
Does the name Spencer ring any bells?There is a limit though. I remember one old gent who just couldn't be arsed with it any more. No doubt if it went tits up for real he would have "pulled it out the bag" but in the simulators he was just fed up with it all after decades in the saddle. He "retired" to spend his time with classic cars.
Hohoho - Yep, we may very well have crossed paths at some point.
Chuck328 said:
my last sim we did upset recovery where we put the sim (A320) into the same situation as the Air Asia 320 stall. We look at how they managed to get themselves into that situation and how to avoid it and how to recover.
Is that a standard thing when there's been an incident that's blamed on pilot error or is it more usual that someone at AAIB works it out and you all just read the report?HoHoHo said:
Does the name Spencer ring any bells?
Next time you speak to him, ask him if he used to (maybe still does) play indoor 5 a side.RizzoTheRat said:
Is that a standard thing when there's been an incident that's blamed on pilot error or is it more usual that someone at AAIB works it out and you all just read the report?
If I've understood what you're saying, not really. The AAIBs of the world will of course do their thing. We can read the reports, (I skimmed over it as they go into too much detail for my needs) and the various training departments can work with that to formulate scenarios for us to use and hopefully learn from. superfuse said:
Do they ever give you scenarios where they don't expect you to recover the aircraft? more to see how the pilots reacts kind of thing?
No, deemed counter productive and nothing to learn from (Although I was once given a scenario where there is no real procedure to follow - more a case of use what you have left of the aircrafts systems and land. Ultimately, as long as you can see where you are going, can control the plane, find somewhere long enough and flat enough ie a runway, you can land. Having the gear down and pressure to the brakes helps but not completely needed!)Chuck328 said:
HoHoHo said:
Does the name Spencer ring any bells?
Next time you speak to him, ask him if he used to (maybe still does) play indoor 5 a side.
tting himself right through to the seat...... 
We found it all very funny at 10:30pm when he got home having had several bottles, for some reason he didn't.
I'll ask him when I speak next.
Willy Nilly said:
When you have to do your ongoing training in a simulator, are you told what emergency situation you will be practicing or do you go at it blind like you would in a real emergency?
As you've seen its different for every airline and even sometimes different on different fleets within an airline. It used to be fairly set by the regulator (CAA in the UK) with certain mandatory items every time and other bits chosen by the airline but now most airlines are moving towards an evidence based system where instead of just practicing the same stuff each time they are focusing their details on practicing stuff particular to that company and its operation.
The idea being that the airline submits what it wants to do to the regulator, with evidence that pilots are OK at the things the regulators wants to see done and then demonstrates what they think they should be practicing based on safety reports or incidents inside the airline.
Whether the pilots know what exactly will come up depends on the airline or even if the pilots are mates with people doing the checking or whether they do their sim late in the year and then know from others (who have already done it) what goes on.
I've certainly seen my mate in the sim misdiagnose a problem because he knew what was coming up and the instructor failed the wrong system by mistake.
Chuck328 said:
el stovey said:
I've certainly seen my mate in the sim misdiagnose a problem because he knew what was coming up and the instructor failed the wrong system by mistake.
Aye, that's what he ( the instructor) said....
I'm an offshore helicopter pilot, for us aswell as the airline pilots we have simulator tests every six months and for us follow a theme, so you have an idea what to expect as it may be icing/engine failures, hydraulics, electrics etc with other random thrown in too. They are split over 4 days for us, a day's ground training, a day of simulator refamiliarisation, the instrument flying tests and the last day is visual flying tests. So, you don't know what failures you'll be getting but you have a rough idea during the instrument flying day.
You always have to do a single engined go-around from a missed approach during the instrument day and generally have a departure from an airport followed by an emergency requiring you to return or divert. Normally the weather has deteriorated too and you will have to do a non-precision and a precision approach....this takes 2 hours and you do it once as pilot monitoring and once as pilot flying, so 4 hours in one day. Next day is visual flying (ie circuit work) and you really can get anything thrown at you here, but I find it much more enjoyable than the instrument day. All in all its hard work but only comes around every 6 months, but the training is good and gives you the confidence you need to operate your aircraft safely.
You always have to do a single engined go-around from a missed approach during the instrument day and generally have a departure from an airport followed by an emergency requiring you to return or divert. Normally the weather has deteriorated too and you will have to do a non-precision and a precision approach....this takes 2 hours and you do it once as pilot monitoring and once as pilot flying, so 4 hours in one day. Next day is visual flying (ie circuit work) and you really can get anything thrown at you here, but I find it much more enjoyable than the instrument day. All in all its hard work but only comes around every 6 months, but the training is good and gives you the confidence you need to operate your aircraft safely.
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