The Simulator Check Revision 3

A Pilots Guide to the Simulator Check
A Pilots Guide to the Successful Interview
The Simulator Check
The Simulator Check

The Wright brothers flew right through the smokescreen of impossibility.
Charles F Kettering
1. The Sim
he simulator is a section all on its own. If you have read A Pilots Guide to the Successful Interview a great deal of what youve learned will have a direct bearing on the simulator.
The bad news is that a poor sim ride is usually, not always, viewed as a training risk, and your application may not go any further because of this. The good news is that there is quite a lot that you can do to prepare for the sim ride.
Why test you on the simulator at all? Bottom line is that they want to know if you can really fly an aircraft under the IFR. following benefits It also gives the company and yourself the
It is yet another way of screening applicants. It is an opportunity to demonstrate to the company your skill set with regards hands-on ability. It is a good way to show you are able to learn quickly and to show improvement as you go along. They will want to see your IF skills and training potential, i.e. did you listen to the sim brief or read the notes. Demonstrate your ability to identify and fix errors during the course of the sim e.g. out of tolerance fly a missed approach Your performance is rated.
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Are there any reference sections that will assist my preparation?

Yes. You should know the section pertaining to your licence requirements and the Terminal section of the Jeppesen Airway Manual or relevant section in the DAPS (or relevant document for your country.) As well as CAO 40.2.1, dont forget the
appendices. (If you havent included it in your regulatory knowledge then do so now. See Exercise 5.) What you need to know is a report is prepared about your sim, and questions will be asked. For example
I noticed that you were a little bit out of tolerance when you began your descent inbound, can you tell me what the tolerances for the NDB are?
In cruise you were 150 feet above assigned level I saw that you were on top of it and quickly regained the level. Can you tell me what the tolerance is for maintaining height?
What does the abbreviation . on your ILS chart stand for?
While the interviewer may not worry too much about an incorrect answer, the reality is that you should know them. More than two incorrect answers will see the interviewer digging deeper to try and find the true extent of your knowledge.
Your knowledge of the regulations have a direct bearing on your day to day operation of an aircraft and the company will want to see that you are able to correlate your flying with the requirements as stipulated in the regulations.
Hint: If you dont make good the approach do what you would normally do - a missed approach. Although mistakes will be made and you probably wont fly as well as you had planned, you are not expected to (lets face it we all want to ace the sim.)
Hint: The sim is also viewed as an opportunity to take a snapshot of the candidates use/knowledge of CRM. Therefore, use the instructor to operate the gear and flap when required. Trim the aircraft properly then brief the approach as you would for yourself.
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The simulator brief

You will be provided with a briefing before your simulator session. Depending on the number of candidates this can be either one on one, with another candidate i.e. your sim partner or as a group. Whatever the type of briefing make sure you listen to what is said and copy as much information as possible.
If you dont understand what is being briefed then ask the instructor for clarification.
Inside the sim Get yourself comfortable. This means correct seat position ask the instructor to help you get the right seat position. Some aircraft and thus the corresponding
simulator have eye-height balls to ensure you are seated correctly; if they are available use them.
Rudder pedals are usually adjustable and may have been set all the way in - so make sure they are set correctly. Usually they are not needed for taxiing and for the take-off just leave your feet resting lightly on them. The tiller does most of the work on the ground. They will of course be required for asymmetric operations until engagement of autopilot. (If available)
Make sure you can see the instruments.
Sometimes in between sessions the
technicians will turn down the lighting. Ask for assistance to turn the lighting up/down as required.
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Dont be overawed by the simulator

The basic skill required to fly the simulator is the same as that required to fly an aircraft under instrument conditions and that is, an effective instrument scan. For the purpose of the interview you are not being tested on your knowledge and conduct of normal or abnormal procedures, the simulator is being used simply as an instrument platform. Below are some hints as to what to look for that may be different to the aircraft that you are presently flying.
Hint: have a look at the attitude indicator (AH) and note what the divisions are, i.e. 2.5 degrees or 5.0 degrees. This will have an effect on your rough
judgement of where to set the flying wings relevant to the horizon IVSI and note its calibrations. What the position of the 500 fpm minute marker is in your current aircraft could well be 1000-1500 fpm in the simulator Check the airspeed indicator whether it is clock face type/analogue or strip reading type
Other differences will be that the simulator has been scaled back on the performance a little to make it easier to fly. (Important stuff given that you may have come from a 180 knot Baron). Also they may use only two power levers instead of four. Again this allows more familiarity for the candidate.
Hint:
If the sim is scaled back on performance then be aware that the Attitude
Indicator could be as much as 9 (nine) degrees up to maintain straight and level flight as the software simulation takes into account the de-rated performance (lower speeds).
This also occurs at low speeds because of the swept backed wing. Unlike smaller turbo-prop and GA aircraft where on commencing approach you push the nose down, (I.e. gear-down, go-down) it is possible to have a positive body angle while flying a three degree approach - e.g. ILS, in larger jets with swept back wings.
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2. Simulator feel
for each stage of the flight. This is where the simulator comes into its own as a training tool and hence its use in assessing a pilot candidate.
ecause of the software based inputs, the pitch characteristics can be very hard to get used to and over controlling is a common occurrence. The best
antidote for this is an effective scan and good knowledge of power settings
Use the trim sparingly and wait for changes to take place, however be aware that changes in configuration can mean large changes in trim and thus the need to be firm and counter these changes with the controls while trimming the forces off the control column. If the autopilot is available use it, especially when lowering flap.
Trim the simulator as you would for any aircraft. This means levelling out, then an initial trim, followed by an extra trim when aircraft is stable. This will allow you to concentrate on other tasks such as briefing the approach, setting navaids, etc. If the sim is properly trimmed, it will stay at the level with only small changes.
At the intercept of the glideslope, roll over to approximately a rate of descent that is one half the ground speed. E.g. 120 knots aim for 600 fpm RoD. (Yeah I know its the same as what you do when your flying the line but youd be amazed at how many people dont follow the basics.)
Practice increasing your scan rate, it will need to be much higher to counter the pitch tendencies of the simulator.
Make sure your scan includes the VSI (IVSI in the sim). It is an immediate indication of descent or climb as against the altimeter.
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3. Missed approach
missed approach may be necessary if you dont make good the approach or
are out of tolerance.
Call going round and when a positive rate of climb has been established call positive rate gear up. Depending on the briefing ask for flaps to be set. Follow the chart missed approach procedure and set pitch up to maintain around Vref + 15 knots. Level out at the missed approach altitude and again set flaps as required.
Some important points to note are that it is reasonably easy in the heat of the moment to exceed the engine limits during the go round. If the engines are already spooled up the reaction time to your power application will be immediate however if the engines are near idle the effect of your power increase will take a little longer so be aware of this and dont be tempted to firewall the thrust/power levers as you may overtemp the engines.
Also remember that in heavier jet aircraft the higher inertia makes for slower changes in the flight path. The absence of the propeller slipstream raises the stall speed of the wing and also there is no additional slipstream from the propeller which assists lift when power is supplied.
The only way to counter the possible accompanying sink rates is through increasing pitch angle and adding power (thrust) to counter these factors.
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4. Simulator graphics
What the eyes see the brain doesnt believe!
generate a true three dimensional effect. (What is three metres in front of you has the same rate of change of position as what is five hundred metres in front. The eyes send signals to the brain it is not used to dealing with.) In reality this is more pronounced on the ground so it probably wont be a problem for the purpose of the sim ride. A good example is when taxiing and the sim is slewed by the instructor into a new position.
f the screen is used, i.e. you are expected to land from the approach then be aware that although the graphics are very good (some better than others), they may induce a feeling of motion sickness. This is because of the limited ability to
Simulator motion If the motion is on then the sensation created by it is just like the real thing - right down to the bumps you feel when hitting the runway centreline taxi lights and the effects of acceleration and deceleration.
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5. What can you do to prepare for the simulator?
am often asked how you prepare for a ride in the simulator.
1. The best way is to hire the companys simulator (or one that is the same) before the actual interview to practice general manipulative skills and instrument approaches, and to get used to the power settings and flight configurations required.
Hint: Power plus Attitude = Performance.
2. Practice as many approaches as you can while flying the line with your present company.
3. If this is not possible, find a good computer simulator program. Personally I always use a computer program called VH-IFR. It is a simple DOS (Disc Operating System) based program, however, in terms of a cheap procedural instrument training platform it is excellent (cheap because I have been using it for more than fifteen years). It has all the Australian Airports and so is very relevant. Use it to practice inbound to outbound intercepts and vice-versa. NDB, ILS, LOC and VOR DME approaches are all able to be practiced with this program.
4. Study the instrument approach charts which are relevant to your area which you currently operate from as well as charts which cover the major city where the interview will be held, e.g. if the simulator session is in Melbourne then familiarise yourself with all the Melbourne instrument approach charts. Make sure you also know your own local charts; sometimes they will pull a chart local to your current operation.
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On a Personal note
Approach charts
This happened to me (local chart knowledge). A Westwind Jet had recently flown into terrain (CFIT) near the airport into which I was flying at the time. They wanted me to brief them on that particular approach, and I was then asked questions about the approach, sector entries, when I could descend, etc.
5. Chair fly the approach if you know what it is going to be. Place the chart on the table in front of you and go through the approach as if you were actually flying it in real time.
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6. What you can do to help yourself
rom the moment you decide to apply to an airline you need to be practicing your instrument flying. This means flying to an attitude and noticing what those attitudes are when you are in cruise, on descent, outbound on an NDB Knowing what the
approach, ILS approach or on climb out after take off.
configurations are at each stage of flight and for each stage of the instrument approach.
Practice your instrument approach briefing, practice your engine failure brief, and practice your practical day to day application of the I/F regulations so that when you are asked questions in the interview you can apply your knowledge in a practical way. You should be prepared for the following approaches, NDB, ILS, DME arc, and unusual attitudes as well as climbing and descending turns as the bare minimum.
You can further help yourself by using a good computer based flight simulator program (for example Microsofts Flight Simulator). These often have very good
displays of actual cockpit instrumentation. If you have never used a strip reading airspeed indicator then these are a great way to orientate yourself to there use.
7. What to wear to the simulator
s for the interview, however, this time feel free to take your coat off before entering the simulator.
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Simulator Resources
Ansett Flight Simulator Centre http://www.ansettsimulators.com/simulators/about_us.php Address: 50 Garden Drive, Tullamarine, Victoria Contact: Captain Neil Hess 03 9373 8003 Simulators available for hire - 737-300, 767, BAE-146, SAAB 340, Dash 8, Metro III
Neil recommends a minimum1 hour session and will give you a quote when contacted. Although happy to help, he is a busy man so make sure you have a good idea of what you are after. Qantas flighttrainingsales@qantas.com.au Contact Qantas at the email address above to ask for quotes or any questions you may have they are more than happy to assist. Simulators available for hire Sydney Simulator centre -747 300 -747- 400 -767 -Dash 8 Melbourne Simulator centre 737 - 400 737 - 700/800 A330
http://www.activeaerospace.com/ Simulator training in Vancouver, Canada http://www.flightexperience.co.nz/Home Flight simulator NZ http://www.jetlinx.co.uk/index1.htm - UK http://www.virtualaviation.co.uk/res_website.asp?supplierCode=VIR100 -UK http://www.realsimulation.co.uk/training.php - UK http://www.cae.com/cts/pilotCareer.shtml - CAE sites worldwide http://www.fti737.com/ - USA Check your local flight school and enquire about hiring their simulator.
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http://www.casa.gov.au/casadata/flt_sim/index.htm This address will direct you to the CASA web page which lists all the flight simulators used by the airlines in Australia with reference to CASR 60
Computer flight simulators www.flightsim.com Online flight simulator centre and has a wealth of information. www.flightfactory-simulations.com Has aircraft instrument panels-very realistic. www.precisionmanuals.com Is a pay ware site and develops complete airliner simulations http://www.fsinsider.com/articles/realworldpilotsguide.htm simulator info. Microsoft flight
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Practice your instrument approach briefing covering the following items

Briefing for the instrument approach is not hard if it is broken down into its relevant components.
Start by noting the following three Title items Applicable chart page number Approach chart issue date and effective date Full title of the approach procedure
Then cover the following five Pre Approach items Navigation aids and PAL frequencies MSA or LSALT Any possible manoeuvring to the IAF Any possible holding patterns commencement altitude, sector entries, direction of turns, time and/or DME limit Any notes
Next cover the following eight Approach items Tracking, times, and altitude restrictions Height at outer marker MDA, or DA and visibility required Circling minima and visibility Field elevation (TCH for runway approach) Position of runway when visual reference is established (based on minima) Missed approach procedure Any circling restrictions
Finally if it is an ILS PRM dont forget to review the appropriate procedures.
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The Simulator Check Revision 3

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A Pilots Guide to the Simulator Check

A Pilots Guide to the Successful Interview