The Simulator Check Revision 3

download The Simulator Check Revision 3

of 14

Transcript of The Simulator Check Revision 3

  • 8/13/2019 The Simulator Check Revision 3

    1/14

    A Pilots Guideto the Simulator

    Check

  • 8/13/2019 The Simulator Check Revision 3

    2/14

    A Pi lots 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.

    TThe 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 thatthere 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. It also gives the company and yourself the

    following benefits

    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.

    Glen Solly 2006 www.thepilotguides.com Page 2 of 14

  • 8/13/2019 The Simulator Check Revision 3

    3/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    Are there any reference sections that wi ll 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 theappendices. (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.

    Glen Solly 2006 www.thepilotguides.com Page 3 of 14

  • 8/13/2019 The Simulator Check Revision 3

    4/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    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 correspondingsimulator 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 engagementof 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.

    Glen Solly 2006 www.thepilotguides.com Page 4 of 14

  • 8/13/2019 The Simulator Check Revision 3

    5/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    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 performancea 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.

    Glen Solly 2006 www.thepilotguides.com Page 5 of 14

  • 8/13/2019 The Simulator Check Revision 3

    6/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    2. Simulator feel

    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

    antidotefor this is an effective scanand good knowledge of power settings

    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.BUse 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.

    Glen Solly 2006 www.thepilotguides.com Page 6 of 14

  • 8/13/2019 The Simulator Check Revision 3

    7/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    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.

    A

    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 changesin 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.

    Glen Solly 2006 www.thepilotguides.com Page 7 of 14

  • 8/13/2019 The Simulator Check Revision 3

    8/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    4. Simulator graphicsWhat the eyes see the brain doesnt believe!

    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

    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.

    I

    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.

    Glen Solly 2006 www.thepilotguides.com Page 8 of 14

  • 8/13/2019 The Simulator Check Revision 3

    9/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    5. What can you do to prepare for thesimulator?

    am often asked how you prepare for a ride in the simulator.

    I1. 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.

    Glen Solly 2006 www.thepilotguides.com Page 9 of 14

  • 8/13/2019 The Simulator Check Revision 3

    10/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    On a Personal note

    Approach chartsThis 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 actuallyflying it in real time.

    Glen Solly 2006 www.thepilotguides.com Page 10 of 14

  • 8/13/2019 The Simulator Check Revision 3

    11/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    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

    approach, ILS approach or on climb out after take off. Knowing what the

    configurations are at each stage of flight and for each stage of the instrument

    approach.

    FPractice 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 readingairspeed 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.

    A

    Glen Solly 2006 www.thepilotguides.com Page 11 of 14

  • 8/13/2019 The Simulator Check Revision 3

    12/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    Simulator Resources

    Ansett Flight Simulator Centre

    http://www.ansettsimulators.com/simulators/about_us.phpAddress: 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 [email protected]

    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 Melbourne Simulator centre

    -747 300 737 - 400

    -747- 400 737 - 700/800

    -767 A330

    -Dash 8

    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.

    Glen Solly 2006 www.thepilotguides.com Page 12 of 14

    http://www.ansettsimulators.com/simulators/about_us.phpmailto:[email protected]:[email protected]://www.activeaerospace.com/http://www.flightexperience.co.nz/Homehttp://www.jetlinx.co.uk/index1.htmhttp://www.virtualaviation.co.uk/res_website.asp?supplierCode=VIR100http://www.realsimulation.co.uk/training.phphttp://www.cae.com/cts/pilotCareer.shtmlhttp://www.fti737.com/http://www.fti737.com/http://www.cae.com/cts/pilotCareer.shtmlhttp://www.realsimulation.co.uk/training.phphttp://www.virtualaviation.co.uk/res_website.asp?supplierCode=VIR100http://www.jetlinx.co.uk/index1.htmhttp://www.flightexperience.co.nz/Homehttp://www.activeaerospace.com/mailto:[email protected]://www.ansettsimulators.com/simulators/about_us.php
  • 8/13/2019 The Simulator Check Revision 3

    13/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    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 Microsoft flight

    simulator info.

    Glen Solly 2006 www.thepilotguides.com Page 13 of 14

    http://www.casa.gov.au/casadata/flt_sim/index.htmhttp://www.flightsim.com/http://www.flightsim.com/http://www.precisionmanuals.com/http://www.fsinsider.com/articles/realworldpilotsguide.htmhttp://www.fsinsider.com/articles/realworldpilotsguide.htmhttp://www.precisionmanuals.com/http://www.flightsim.com/http://www.flightsim.com/http://www.casa.gov.au/casadata/flt_sim/index.htm
  • 8/13/2019 The Simulator Check Revision 3

    14/14

    A Pi lots Guide to the Successful Interview The Simulator Check

    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 Titleitems -

    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 eightApproachitems

    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.

    Glen Solly 2006 www.thepilotguides.com Page 14 of 14