Yes by FSTD FFS I am referring to full motion level C or D devices and having looked around they are used by quite a few ATOs across EASA for both MCC/JOC. Some argue that you don't need this but the feeling of motion especially in JOC for appreciating the pitch power couple for example is I believe greatly beneficial.
Whatever you think about it is your decision ultimately but I refer you again to the article I posted a link to earlier so you can see what is being thought about this by an actual airline who hire and attempt to train hundreds of low hour pilots per year and not just those of us who haunt the threads on PPRUNE.
For those too bored or perhaps too stuck in their own mindset to copy paste the link above, here it is for you.... food for thought
A new approach to airline pilot training
02/10/2015 airline pilot training, Andy O'Shea, APCC, ATPG, ATPL, CPL/IR, EASA, EFIS, GA, JOC, LOFT, MPL, Ryanair
Ryanair has found, consistently over the years, that half the licensed pilots who apply for first officer jobs fail its entry tests.
That’s not because the tests are particularly demanding, or because Ryanair springs unexpected things on them in the simulator. Wannabes all get a month’s warning of everything they’re going to face, and all the data they need to prepare for it.
Ryanair’s head of training Andy O’Shea told me his airline had recently considered backing future pilots via the MPL route, because that’s designed to deliver airline-ready pilots complete with a type rating.
But they’ve abandoned that idea because they think the MPL – as it’s organised right now – is too inflexible to cope with the vagaries of market demand. It locks the airline and the student into an 18 month relationship that may not survive market changes.
On the other hand the CPL/IR route prepares pilots to fly a light piston twin all on their own. It’s really only preparation for a good general aviation job, which is fine if that’s what you want to do.
Even if the twin is EFIS-equipped, it’s a million miles away from preparing a pilot for the right hand seat in a Boeing 737. And bolt-on multi-crew and jet-orientation courses are clearly not delivering, or Ryanair wouldn’t have that high failure rate.
O’Shea is looking for a way of plugging the skills and knowledge gap effectively between the CPL/IR and the right hand seat of a jet. If that can be done well – and he has been working on it with EASA and a working party called the Airline Training Policy Group – the students and the airlines would be able to enjoy the flexibility of the CPL/IR route, but it would produce the flight-deck-ready pilots that the MPL is designed to create.
He summarises what’s missing in those who fail their tests. They lack – to a greater or lesser degree – knowledge and understanding, flight path management skills, crew resource management ability, and what he calls “maturity and attitude”.
Basically, what O’Shea and the ATPG propose is a CPL/IR course extended to embed quality MCC and JOC components, including sessions closer to airline line oriented flight training than is done currently, plus some more advanced knowledge training. The result would be a course known as the Airline Pilot Certificate Course.
One of the possibilities is that the APCC would be available to students as one of the choices, as well as the MPL and CPL/IR as they exist today. That would not demand any more flight crew licensing regulatory work, but EASA could – and seems likely to – endorse the APCC as a valid qualification.
The question is, if the APCC is successful in attracting students and airlines, what would the future of the MPL be?
The CPL/IR could continue to be a stepping stone, via GA, into the airline world, and the MPL incorporating a JOC might be an alternative equivalent to the APCC.
This is still a work in progress, but something along these lines looks likely to win approval in Europe.