Page 5 was interesting
I never knew that our simulators could simulate many other planes in the sky, numerous blocked radio calls from Tower/Departure/Enroute/Approach controllers, or have unpredictable (non-programmed) weather.
How about systems malfunctions which don't fit into any pre-labeled category? A sudden light on for "rudder control manual" with a right hydr pressure low light, then two seconds later all normal, as we do the Descent Checklist with calls from ATC to slow to 250? How about the stretched aircraft series, which wants to mush through the "flair", even with 5-8 knots of extra approach speed? Gusting, unpredictable winds? Winds which are actually from the opposite direction than what was just now reported by the fancy new automated airport devices (that caught SAT Tower off-guard: "change active to 30L...")? Unforecast thunderstorms blossoming quickly while we have no fuel for an alternate airport.
These are just a few simulator features which are brand new to me, never mind some pressure to try to be on schedule for the fifth short leg in a 12-hour duty period with heavy traffic over Michigan, following eight hours in a hotel. Airlines aren't as concerned about adequate ground staffing to avoid a delay-but they do need a scapegoat (the pilots are often written up, if it is plausible). As always, no automation onboard, except to hold altitude (cruise speed about 440 KTAS/.76m). For the B-757 crew over northwest Canada at about 0200 in the depths ofwinter, they smelled something burning (didn't know it was in the galley oven). Where do you divert to?
Our only substitute is years of experience "flying the line". Not Microsoft, not even 100 hours with a Line Check Airman and FMC/MCP/LNAV/VNAV/autothrottles nor with an ECAM, MCDU and short "joystick", or met forecast/clearway design theory...
