Frequently Asked Questions (FAQ)
1) What is a Flight Simulator?
Flight Simulator. Used as a generic term, "Flight Simulator" applies to wide variety of flight training devices. Flight simulators are designed to supplement actual aircraft flight training by providing pilots with optional, high-quality, cost-effective, simulated flight training.
Full Flight Simulator (FFS). The FSS (Levels A, B, C and D) are the most sophisticated and expensive type of flight simulators. These simulators are aircraft make and model specific (i.e. Boeing 737-800). They include an enclosed cabin, a visual system, motion and very accurate flight control systems. They recreate aircraft performance with great fidelity. The FFS is so accurate, that pilot's can earn their type rating in some simulators without ever flying the real aircraft. The FFS is typically used by the airlines and military. Purchase cost for a FFS may easily exceed $1,000,000.
Flight Training Device (FTD). The FTD (Levels 4, 5, 6 and 7) are mid-level flight simulators. These simulators may be aircraft make and model specific (i.e., Cessna Caravan) or replicate a set of aircraft. Unlike the FFS, the FTD flight controls, instruments and switches, do not need to exactly duplicate the real aircraft. Pilots training in a FTD must complete their training and pass their flight evaluation in the real aircraft. The FTD is often used by commercial aircraft operators and by major universities. Purchase cost for a FTD may easily exceed $100,000.
Aviation Training Device (ATD). The ATD is a lower-level flight simulator with a price point more suitable for general aviation training. One ATD may represent a variety of aircraft (i.e., Cessna Skyhawk, Piper Seminole). ATDs are best used to develop real-time procedural skills, not so much for "stick and rudder" skills. ATD's must be evaluated and approved by the FAA, to include a Letter of Authorization (LOA). The ATD is often used by flight schools and Fixed-Base Operators (FBO) for general aviation, qualification, currency and proficiency training. The ATD is divided into two additional categories: Basic Aviation Training Device (BATD) and Advanced Aviation Training Device (AATD). As compared to the BATD, the AATD includes enhanced features and is approved for more training options. For example, an AATD (not a BATD) may be used to complete most of tasks required by an IPC. Purchase cost for an ATD may range between $10,000 and $200,000.
Oregon Flight Sim (OFS). OFS uses two high quality Advanced Aviation Training Devices (AATD) manufactured by Precision Flight Control (PFC), in Sacramento CA, running Laminar Research X-Plane 11.5 software.
2) What are the Advantages of Flight Simulator Training?
Training in a flight simulator (ATD) costs a fraction of similar training in an actual aircraft. Three reasons: 1) the purchase price of simulators is normally less than that of aircraft, 2) the maintenance and operating cost per hour is less, and 3) the training time required to accomplish similar tasks is often less (less dead head time, no ATC delays). However, instructor fees are generally about the same, regardless of the type of training received (ground, aircraft or simulator).
The simulator provides a better training environment than the airplane, to include fewer distractions, lower stress and anxiety, a constant temperature, lower noise, and no vibration. This all results in enhanced learning.
The simulator is subject to fewer maintenance problems and cancellations than an airplane.
The simulator is not subject to real-world weather delays or cancellations.
The simulator can be “paused” to allow in-depth instructor and student discussion.
The simulator can be “reset” to another point in space allowing for more efficient use of time.
The simulator can be “accelerated” to minimize dead-head time while en route.
Time management (pacing) in the simulator is the same as in the airplane.
If desired, the simulator can minimize or eliminate ground time, allowing more time for inflight training.
The simulator is capable of performing many abnormal and emergency procedures.
The simulator is not subject to ATC delays, such as takeoff delays (traffic, IFR release) and landing delays (sequencing, holds).
The simulator can be used to receive partial credit for many FAA-approved training programs.
The simulator can be used to maintain aircraft IFR currency (recency of experience) requirements.
The simulator is a valuable tool for maintaining aircraft proficiency (skills, confidence, safety).
Simulator time counts toward “pilot time” which is used on the FAA Form 8710-1 (IACRA) to meet aeronautical experience requirements.
A stationary simulator requires increased reliance on the pilot's visual system (eyes) for maintaining a desired attitude. Although the lack of motion system does make it more difficult to detect heading and altitude deviations, it also helps develop increased instrument crosscheck "scan" efficiency.
If you violate a regulation in the simulator, you're not subject to FAA enforcement action. The simulator is a safe place to learn.
If you crash the simulator, you don't get hurt and you don't scrape any aircraft paint. Just reset the simulator and try again. Again, the simulator is a safe place to learn.
3) What are the Disadvantages of Flight Simulator Training?
There is nothing like flying the real aircraft.
Simulator time does not count for Pilot In Command (PIC) time.
The flight simulator (ATD) does not fly like a real airplane. However, it is reasonably close and the use of “dynamic control loading” helps provide a more realistic flight control feel at various airspeeds. However, control inputs, slips and skids, compass errors, crosswinds and turbulence will not exactly match that of a real aircraft. For example, you can practice landing procedures and techniques, but don't expect the simulator to fully duplicate the feel and response of a real aircraft.
For aircraft attitude instrument flying the pilot receives sensory input from their visual system, vestibular system (balance within the inner ear) and the somatosensory system (touch and pressure from the skin, muscles and joints). In actual flight, these systems are capable of providing both accurate and inaccurate information. However, in a stationary simulator, input from both the vestibular system and somatosensory system is not duplicated. Pilots must rely almost exclusively on their visual system and their flight instruments for aircraft attitude information.
In the simulator, pilots are not subject to and therefore can't observe spatial disorientation caused by physiological conditions, such as the leans and Coriolis illusion.
Simulator power settings and V-speeds are similar, but not exactly the same as those in an airplane.
Aircraft system operations (G-1000, GNS-530W) are similar, but do not exactly match those in an aircraft.
Air Traffic Control communications are normally simulated by the instructor.
Because simulator systems and procedures do not exactly match those of a real airplane, a negative transfer of learning may occur between what is real and what is simulated. It's important to discuss those differences.
4) What is the difference between Qualification, Currency and Proficiency Training?
Qualification Training. Qualification training includes ground and flight training required by the FAA to obtain a pilot certificate, instructor certificate, a rating or an endorsement. Specific qualification training requirements are detailed in FAA regulations (CFR Part 61). These regulations also identify what training items may be accomplished using a flight simulator.
Currency Training (Recency of Experience). Qualified pilots must maintain their "currency", based on the type of pilot certificate, instructor certificate, rating or endorsement. Currency training is often directed by the FAA, but may also be required in accordance with FBO, flight school, aircraft partnership, business, or insurance, as detailed in Standard Operating Procedures (SOPs). Currency training is often used to meet minimum safety and legal requirements.
Proficiency Training. Proficiency training includes optional ground and flight training designed to sharpen pilot skills, increase confidence and provide an enhanced level of safety. Proficiency training goes above and beyond currency training requirements. Recurring proficiency training may be included as part of a pilot's "Personal Minimums" requirements. The type and quantity of proficiency training is a personal decision, often influenced by a combination of total experience and recency of that experience for a particular type of flying and a specific aircraft (make, model, type), type of environment (airspace, airport, weather, VMC/IMC, day/night), or the type of aircraft systems (simple, complex, round-dial, glass, autopilot, GPS operations). Flight skills have a limited shelf-life and require near continuous use to maintain proficiency. Stated another way, "If you don't use it, you loose it". Proficiency training is based on a subjective analysis of your current skills. Prior to flight, ask yourself some simple questions. Do I personally feel comfortable acting as pilot-in-command (PIC) on this flight? Do I feel comfortable flying with my family, friends or for commercial pilots, my paying passengers? If the answer is "maybe" or "no", then proficiency training is needed.
Oregon Flight Sim. OFS can assist you in all three areas: Qualification Training, Currency Training and Proficiency Training.
5) How does Flight Simulator Training apply to my Certificate or Rating?
Sport Pilot (CFR 61.56, 61.313)
Qualification Training. Simulator time may not be used in lieu of aircraft time.
Currency Training. Preparation for a Flight Review.
Proficiency Training. The flight simulator is a cost effective tool to supplement actual airplane proficiency, to include aircraft systems, VOR/GPS navigation and emergency procedures.
Private Pilot (CFR 61.56, 61.109 (a) and (k))
Qualification Training. Credit up to 2.5 hours, of the required 40 hours of flight time, in an approved flight simulator. This time may best used to supplement required airplane training, and may be best utilized for: flight by reference to instruments, the use of electronic navigation systems (VOR/GPS), unusual attitude recovery, inadvertent VFR into IMC, and emergency descent through IMC. Note, the CFR 61.109 requirement for 3.0 hours of simulated instrument time must be accomplished in an actual airplane, using a view-limiting device, not in a flight simulator.
Currency Training. Preparation for a Flight Review.
Proficiency Training. The flight simulator is a cost effective tool to supplement aircraft proficiency, to include: aircraft systems, VOR/GPS navigation and emergency procedures.
Instrument Rating (CFR 61.57, 61.65; AC 61-98D; AC 61-136B A.2.3., C.2.)
Qualification Training. Credit up to 20 hours of the required 40 hours, in an approved flight simulator.
Currency Training. Instrument recency of experience, to include at least 6 instrument approaches, holding and tracking, within the prior 6 calendar months.
Proficiency Training. The flight simulator is a cost effective tool to supplement aircraft proficiency, to include: instrument procedures (departure, en route, arrival, approach, missed approach, holding, arcs), aircraft systems operation, VOR/GPS navigation and emergency procedures.
Re-Qualification Training. Preparation and/or partial completion of an Instrument Proficiency Check (IPC). An instrument pilot who fails to meet recency of experience requirements for 6 months, must complete an IPC. Most, but not all, of the IPC may be accomplished in an AATD (not a BATD). Some maneuvers required by the IPC, such as a the circle to land and landing from a straight-in approach or circling maneuver must be accomplished in an actual aircraft.
Commercial Pilot (CFR 61.56, 61.129 (a) and (i))
Qualification Training. Credit up to 50 hours of the required 250 hours, in an approved flight simulator.
Currency Training. Preparation for a Flight Review.
Proficiency Training. The flight simulator is a cost effective tool to supplement aircraft proficiency, to include: aircraft systems operations, VOR/GPS navigation and emergency procedures.
Airline Transport Pilot (ATP) (CFR 61.56, 61.159 (a))
Qualification Training. Up to 25 hours of the required 75 hours of instrument flight time, in an approved flight simulator.
Currency Training. Preparation for a Flight Review.
Proficiency Training. The flight simulator is a cost effective tool to supplement aircraft proficiency, to include aircraft systems, VOR/GPS navigation and emergency procedures.
6) How do I Log Flight Simulator Experience?
Logging flight simulator experience is different from logging flight experience in an actual aircraft. The flight simulator must be approved by the FAA (FFS, FTD, AATD, BATD) and include a current FAA Letter of Authorization (LOA). During startup, the simulator must pass a configuration and frame rate check, as indicated by an on-screen display message, such as “Approved for Flight Training”. Flight simulator training is actually considered as “Ground Training”, not “Flight Training”. Generally, an authorized instructor is required for qualification training, but is optional for currency and proficiency experience. However, due to the business setup, OFS requires an instructor for all simulator time. (CFR 1.1, 61.1, 61.4, 61.51, 61.57. AC 61-136 Appendix D.3., FAA-S-ACS-8B, C1 page Appendix 5 (IPC Check) and 8; FAA Simulator LOA).
Date. Yes.
Aircraft Make and Model. Yes. Enter the make and model of aircraft simulated. For example: "Cessna 172S"
Aircraft Identification. Yes. Enter the simulator make and model and the type of flight simulator. For example: "PFC CR-12/AATD" or "PFC GT/AATD". Do not enter any tail number.
Location. Yes. Enter the flight location.
Flight Time. No. This applies only to actual aircraft.
Category and Class (ASEL, AMEL). No. This applies only to actual aircraft.
Flight Conditions (Day, Night). No. This applies only to actual aircraft.
Actual Instrument Time. No. This applies only to actual aircraft, flown in IMC.
Simulator Time (FFS, FTD, ATD). Yes. Enter the total time completed in the simulator. A separate column (Flight Sim) may need to be labeled for some logbooks.
Simulated Instrument Time. Yes. Only include simulated instrument time, when flown in simulated IMC. If flown in an aircraft, include a View-Limiting Device (VLD) and a safety pilot/CFI. If flown in a flight simulator, set the clouds and visibility for IMC. “Simulated Instrument Time” is always less than “Simulator Time”, due to any ground operations (taxi) and any flight time using visual references.
Instrument Approaches. Yes. Enter the total number of approaches. For the approaches to count for IFR recency of experience in a flight simulator, a full approach must be flown from the IAF, or a radar vector approach may be flown starting along the intermediate segment. The approach must be flown in simulated IMC to [just above] the MDA or DA/DH. The approach may be completed to either a landing or a missed approach. Do not count visual or contact approaches.
Holding. Yes. However, do not count a normal IAP course reversal defined by a holding pattern in lieu of a procedure turn, unless additional holding pattern turns are completed.
Tracking. Yes. Departure, en route, arrival, holding and approach typically include tracking.
Cross-Country Time. No. This applies only to actual aircraft.
Landings (Day/Night). No. This applies only to actual aircraft.
Pilot Time (Total Time). Yes. Pilot time includes time as a required pilot flight crew member (PIC, SIC) plus training time (dual) received from an authorized flight instructor in an approved simulator (FFS, FTD, ATD). Pilot time is not normally entered into the pilot logbook; however, it is entered on FAA Form 8710-1 (IACRA).
Pilot-in-Command (PIC) Time. No. This applies only to actual aircraft.
Second-in-Command (SIC) Time. No. This applies only to actual aircraft.
Solo Flight Time. No. This applies only to actual aircraft.
Training Received (Dual). Yes. If applicable.
Training Given (Dual). Yes. If applicable.
Remarks. Yes. Describe training completed, to include the location and type of IAPs and holding. For example, “RNAV-35-UAO-Missed, ILS-22-MMV-Missed, 2xHold, VOR-CIR-31L-HIO-Land”. For dual flight training, enter the date, instructor name and signature, CFI# and CFI expiration date. Do not enter a Safety Pilot for simulator training.