How much Simulator flying

[max1]

Was wondering how often, and when, airlines put pilots in the Simulator to test them on unusual situations, emergencies, etc?
Is it six monthly , annually, when a possible fault (incident?) is identified?
Are these sim checks assessed as rigorously as line checks?

In ATC it has been identified from a review 5 years ago that we should be doing this. However due lack of staffing that was identified then, and has still not been addressed, we are unable.

I am interested to find what importance the airlines place on recurrent Simulator training, and if this is structured into the Operational areas.Any other pertinent info also appreciated.

Thanks.

[KSJM]

Sim Checking / Training

I can only speak for recurrent checks done under JAA. Twice a year pilots are required to be checked; in our airline (heavy jet) we receive two consec days of sim every 6 months. Each session consists 1 hrs brief, 4 hrs sim & a debrief. All being well your Licence Proficiency Check is then revalidated for a further 12 months. (bit more to this, in that a Operators Prof check is needed too, having different requirements. This is revalidated for 6 months.)
The two days is primarily checking, but training is of course included, and may be topical - according to any latest incident, or eg approaching Winter ops into Europe for a tropical operator.
Certain areas are pure pass/fail, and will be examined every check, such as engine failure after V1.
As for the great number of emergencies possible - we have to cover each section of the emergency drills every 3 years maximum, so every pilot maintains competency with hydraulics, pressurisation, fuel system, electrics & so on. These will be likely built into a LOFT (Line Oriented Flight training) where realisim is the name of the game, ie pre flight checks at gate through flight and probable diversion, all in real time. Many aspects are assessed, Crew resource management included, and a very full debrief would be expected. Day 1 might be the Captain's LOFT, and Day 2 the First Officer's.
To aid preparation (our) pilots will be given a lesson plan (booklet) some time before the check, with a broad outline of what's to happen, eg SYD-SIN, to cover hydraulics, and LHR-MAN to cover electrics. Weathers will be stated & performance problems will likely result due low QNH etc. A few general questions and answers will be in there too.
Do pilots take their sim checks seriously? Most certainly so; like your medical its a pass / fail with your career on the line. For some its a very stressful time being examined in the box; far more so than any line check where mostly the weathers fine, engines don't fail and the ILS works as advertised.
Hope this helps.

[Centaurus]

For some its a very stressful time being examined in the box; far more so than any line check

You betcha - especially if the examiner asks you to actually FLY the aeroplane by hand with no flight director or any other glass cockpit goodies and won't let you use the autopilot. That's REAL Mayday stuff. Manually flying big jets is positively dangerous and one European operator using 737's advise in their Ops manual that manual flying is only to be carried out under the most exceptional circumstances. And even then the flight director MUST be used. Lordy Almighty I make the sign of the Cross when that autopilot is switched off..

[SB4200]

Geez Centaurus maybe have a Bex and lie down mate.

KSJM's given a good overview of how his operaiton works with regards to sim training (all be it without the best formatting), and you're off on some tangent about hand flying and a level of sarcasm off the chart.

Midnight posting after too many reds?

[Icarus53]

Not sure about elsewhere on the globe, but in Australia the sim program actually takes care of all your recency requirements and your Instrument Rating (depending on your CASA approval).

For example, where are company has an approved program (perhaps check every 3-4 months), then all elements of IR renewal are built into the program (as well as all the other proficiency aspects which much be checked twice annually). Participants in the program are not subject to the recency requirements of approaches etc. (ie. - 35 days for an ILS and 90 days for other approaches), the presumption being that the pilot is maintaining sufficient levels of proficiency and is being checked on that proficiency more frequently. Instrument Ratings are re-issued without a requirement for additional testing.

Centaurus - if you think you've got it bad - my aircraft's autopilot isn't certified for single engine approaches! We spend most of our time in a cyclic hand flying the thing!

[max1]

Thanks for the replies, we in OZ ATC get nothing. ASA have gone to multiple- choice Computer Based Training. The last one they required us to do was on Corporate Governance (How the Board and Executive work). I kid you not.

Due to lack of staff, and training constraints, you'll find nearly all controllers have not had any simulator training in YEARS. Are you feeling it in the skys. Don't worry , record profit last year and the managers are getting their bonuses and payrises.

When the proverbial hits you better hope your controller has a fair bit of experience and retained knowledge. Experience-That thing you get just after you've needed it.

[topdrop]

Let's start yet another bag AsA thread. Granted, they're not kicking too many goals at the moment, but surely you could have used one of the threads already running.

[max1]

Actually Topdrop I am interested in what extra training pilots get. It is safety and training based, something near and dear to me.

I am actually offended when safety critical organisations take the time and effort to trumpet to the outside world how concerned they are with training and then spend bugger all in actually delivering it to their staff.

I abhor spin over substance. Call me old-fashioned.