The simulator assessment is where theory meets practice. After passing aptitude tests, HR interviews, and technical evaluations, you sit in a full flight simulator and demonstrate that you can actually fly — under pressure, with no autopilot, and with assessors watching every input. This guide covers what to expect and how to prepare for A320 and B737 simulator checks at European airlines.
Interview Prep Summary
- Pilot Simulator Assessment Preparation: Complete A320 & B737 Guide - comprehensive guide with current 2026 information.
- How to prepare for airline simulator assessments.
- Pitch/power references, raw data ILS technique, go-around procedures, engine failure handling for A320 and B737 sim checks.
- After passing aptitude tests, HR interviews, and technical evaluations, you sit in a full flight simulator and demonstrate that you can actually fly — under pressure, with no autopilot, and with assessors watching every input.
- Read the full guide below for detailed analysis and actionable advice.
What to Expect on Assessment Day
Most European airline simulator assessments follow a predictable structure. The session typically lasts 45 to 60 minutes of actual simulator time, plus briefing and debriefing. Some airlines combine the sim assessment with other evaluation stages on the same day — a technical interview, psychometric tests, or a group exercise.
The typical sequence progresses from simple to complex: you begin with a departure on a Standard Instrument Departure (SID) using raw data navigation, then perform airwork including steep turns, climbs and descents at specified rates and speeds. Next comes a holding pattern entry and execution at a VOR or NDB, followed by an ILS approach flown entirely on raw data — no autopilot, no autothrust, no flight director. After the two-engine approach (which may include a go-around), the assessor introduces an engine failure, and you manage a single-engine climb, hold, and approach to landing.
One or two assessors — usually current or former line training captains — observe and score the session. One of them typically plays ATC, issuing radar vectors, altitude assignments, and holding instructions.
You are scored on competency areas across the entire session, not on individual manoeuvres. A rough landing does not fail you if your overall approach management was sound. Poor situational awareness throughout will fail you even if every landing is perfect.
Sim familiarisation: if possible, book a 1–2 hour sim session at a training centre before your assessment day. The cost (typically €200–400) is well worth the familiarity it provides. Practising in the actual aircraft type eliminates the distraction of adapting to an unfamiliar cockpit during the real assessment.
Pitch & Power References
Memorising approximate pitch attitudes and N1 settings for each flight phase gives you a starting point for manual flight. You will not fly by numbers alone — the speed trend arrow is your primary reference for fine-tuning thrust — but knowing what "level flight at 250 knots" looks like on the attitude indicator means you can set up the correct picture immediately instead of hunting for it.
A320 Key References (CFM56, ~60,000 kg)
| Configuration | Speed | Pitch | N1 |
|---|---|---|---|
| Clean | 250 kts | 3° | 62% |
| Clean | Green Dot | 5° | 55% |
| Flap 2 | F speed | 8° | 58% |
| Flap Full | VAPP | 2.5° | 55% |
B737 Key References (CFM56-7B, ~63,000 kg)
| Configuration | Speed | Pitch | N1 |
|---|---|---|---|
| Clean | 250 kts | 2–3° | 60% |
| Clean | 210–220 kts | 5–6° | 60% |
| Flap 5 | 170 kts | 5–6° | 65% |
| Flap 30 + Gear | VREF 30 | 1–2° | 55% |
| Flap 40 + Gear | VREF 40 | 0° | 65% |
These values are approximate starting points at mid-weight with standard atmospheric conditions. Higher weights require more power, higher altitudes require more pitch, and different engine variants produce different N1 readings for the same thrust. The key principle: set the approximate picture, then use the speed trend arrow to fine-tune.
Quick correction rules for both types: to induce a 1,000 fpm climb or descent, change pitch by approximately 2.5° from level flight attitude. For speed corrections, adjust N1 by 10–15% and let the speed trend arrow guide you back to target. Small corrections prevent oscillation.
Raw Data ILS Technique
The raw data ILS approach is the centrepiece of most simulator assessments. "Raw data" means no autopilot, no autothrust, and no flight director — you hand-fly the localiser and glideslope using only the deviation indicators on the PFD.
Setup
Tune and identify the ILS frequency. On the A320, the MCDU handles course alignment. On the B737, you must manually set the inbound course on the HSI course selector — a wrong course setting means reversed localiser sensing. Set the Decision Altitude, brief the missed approach procedure, and disengage all automation.
Tracking Technique
The single most important skill: make small corrections and wait for the effect. Use 2–3° heading corrections maximum for localiser tracking.
For glideslope, adjust pitch by 1° or less. Make the correction, then wait 5–10 seconds to see the result before correcting again. ILS sensitivity increases as you approach the runway, so corrections that worked at 10 nm become too large at 3 nm.
A practical configuration profile: begin decelerating at 12 nm, gear and landing flaps by 5–6 nm, fully configured and on speed by 1,000 ft AGL. On the A320, the Flight Path Vector placed on -3° gives you glideslope tracking. On the B737, which has no FPV, use the vertical speed indicator as a cross-check — expect approximately 700–750 fpm descent rate on a standard 3° glideslope.
Stabilisation criteria (non-negotiable): at 1,000 ft AGL you must be on speed (VREF ±5), on glideslope (±1 dot), on localiser (±1 dot), in landing configuration, with a normal rate of descent. If any criterion is not met — go around. Assessors are looking for good decision-making, not heroic saves.
Pilot Assessment Preparation — Sample Questions
Below are sample questions from our pilot interview banks for Ryanair, Emirates, Lufthansa, and Wizz Air. The first shows the complete answer — all paragraphs, tips, and airline-specific context. Each of the 10159 questions in the full pack averages 600 words of structured coaching per answer.
What would you do if you see your captain not following SOPs?
The Graduated Response — Assert, Advocate, Challenge — My approach follows a graduated escalation. First, I assert — I point out the deviation factually: 'Captain, the SOP calls for Flap 40 on this landing, I see we're configured for Flap 30.' No judgement, just a factual observation. Most SOP deviations are unintentional, and a clear assertion resolves 90% of cases. If the Captain acknowledges and corrects, the system worked. If they dismiss it, I move to advocacy: 'Captain, I'm concerned because the landing distance calculation was based on Flap 40 — with Flap 30 we may not have sufficient margin on this runway length.' I am now explaining why it matters. If the Captain still refuses, I challenge: 'Captain, I'm not comfortable continuing with this configuration. I believe we need to go around and reconfigure.' At Ryanair, where the Captain and First Officer may have never flown together before (95+ bases, 40 countries), this graduated approach is essential — you cannot rely on established rapport.
SOP deviations rarely come from malice. Causes include: fatigue (Ryanair crews fly up to 900 hours annually), complacency (experienced Captains may develop shortcuts after thousands of sectors), distraction (communication overload, personal stress), or genuine disagreement with the SOP (rare but possible). Understanding the 'why' helps you calibrate your response. A fatigued Captain who misses a checklist item needs a gentle 'Did we complete the approach checklist?' — not an aggressive confrontation. A Captain who deliberately skips a required procedure needs a firmer response.
When to Take Control — In extreme cases — the Captain is incapacitated, clearly impaired, or taking the aircraft into an unsafe situation and refusing to listen — the First Officer must take control. 'I have control' followed by a go-around or level-off, then a PAN PAN or MAYDAY as appropriate. This is exceptionally rare but you must be prepared to do it. You would prioritise the safety of 197 passengers over avoiding an awkward cockpit confrontation.
The Classic Follow-Up Scenario — PPRuNe candidates report this question is asked at virtually every Ryanair assessment, sometimes phrased as: 'What if your Captain says at cruise altitude, if not visual at DA, I'll land anyway because I'm tired?' The correct answer: 'I would acknowledge the Captain's fatigue, suggest we review the approach conditions closer to the time, and if at DA we are not visual, I would call go-around per SOP. I would not compromise the stabilised approach criteria regardless of the Captain's preference.' Ryanair's CRM training explicitly teaches this graduated response model — First Officers are expected and encouraged to speak up.
Tip: Memorise the escalation: Assert → Advocate → Challenge → Take Control. Give a specific example scenario, not just theory. Mention the PPRuNe-reported question about 'Captain wants to land below DA' — it shows you have done your research. Never say 'I would just follow the Captain' — that is the wrong answer at any airline.
4 coaching paragraphs + tips · this level of detail for every question
How should you fly the V1 cut in the Emirates simulator assessment?
V1 Cut Recognition and Initial Response — When the engine fails at V1 during the Emirates 777 simulator assessment, the first 5 seconds determine your assessment outcome. Recognition comes through three simultaneous cues: a yaw toward the failed engine (the aircraft will swing left for a left engine failure or right for a right engine failure), a drop in N1/EPR on the failed engine visible on the EICAS, and potentially an EICAS alert or aural warning. Your immediate response: maintain the runway centreline with RUDDER — not aileron. Apply smooth, firm rudder pressure OPPOSITE to the yaw direction. On the 777, the rudder authority is sufficient to maintain directional control at V1, but the input must be prompt because the yaw will accelerate if uncorrected. Simultaneously, ensure the remaining engine is at full thrust — the TOGA setting should already be set from the takeoff. Do NOT touch the thrust levers to identify or shut down the failed engine at this point — that comes later.
+ 3 more paragraphs + tips in the full version
How would you behave as the pilot of a plane during an emergency?
Aviate, Navigate, Communicate — In any emergency, my immediate priorities follow the universal framework: aviate — maintain control of the aircraft; navigate — ensure a safe flight path; communicate — inform ATC, cabin crew, and my colleague. I would not attempt to diagnose the emergency until the aircraft is under control and in a safe configuration. Once stabilised, I would use FORDEC to structure my decision: Facts — what has happened and what indications do I have?
+ 4 more paragraphs + tips in the full version
You are on a positioning flight to a new Wizz Air base. What operational considerations do you need to think about?
Pre-Flight Research — A positioning flight (ferry or deadhead) to a new base is a significant operational event that requires thorough preparation beyond a standard revenue flight. Before departing, I would research the destination airport and base: study the airport charts (arrival procedures, SIDs, STARs, approach plates, taxi charts), review NOTAMs for the destination, check weather forecasts and alternates, and review any company-specific information about the new base (ground handling contacts, fuel suppliers, crew transport arrangements). For Wizz Air, which is actively opening new bases at locations like Warsaw Modlin, Tuzla, Yerevan, Bratislava, and Podgorica, these are often airports the crew has never operated into before — making pre-flight preparation even more critical. I would review any pilot briefing sheets or NOTAM packages the company has issued for the new base.
+ 3 more paragraphs + tips in the full version
10159 questions with full coaching frameworks across 30 airlines
HR · Technical · Scenario · Simulator · CRM
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Go-Around Procedures
The go-around is one of the most commonly assessed manoeuvres — and one where the A320 and B737 differ significantly in technique.
A320 Go-Around
Set TOGA thrust and pitch to approximately 15°. Verify positive rate, gear up. When LVR CLB flashes on the FMA, move the thrust levers to the CLB detent — this is critical, because without this action, autothrust will not reduce power on level-off and you will overspeed. Lower pitch to approximately 10° during cleanup, then 6° (at the 'T' on the PFD speed tape) for level acceleration.
B737 Go-Around
Advance thrust to TOGA and pitch to approximately 15°. Gear up on positive rate. The critical difference: the B737 has no autothrust transition.
You manage thrust manually throughout the entire manoeuvre. Retract flaps on schedule as speed increases, and when the aircraft is clean and accelerating through 210 kts, reduce thrust to climb power (approximately 85% N1). Forgetting to reduce thrust is the most common go-around error on the 737.
Knowing when to go around matters as much as knowing how. Assessors often deliberately set up scenarios where a go-around is the correct action — windshear on final, traffic on runway, unstabilised at 1,000 ft.
They are testing whether you will go around, not whether you can land from a bad position. A well-executed go-around demonstrates superior judgement. A continued approach to an unstable landing demonstrates poor decision-making — even if the landing works out.
Engine Failure Handling
Engine failure after V1 is a standard part of nearly every airline simulator assessment. The immediate response is the same regardless of aircraft type: maintain directional control with rudder.
The yaw will be sudden — apply firm rudder pressure towards the operating engine. Do not worry about identifying which engine failed yet. Stop the yaw first.
Once stabilised, identify the failed engine using the N1 and EGT gauges — "dead foot, dead engine." Continue the takeoff, maintaining V2 or V2+10 as your target speed. Set approximately 12–15° pitch for a positive climb gradient. Gear up on positive rate.
On the B737, rudder forces during asymmetric thrust at low speed can exceed 50 kg (110 lbs). Trim immediately using the rudder trim to reduce the force to near zero.
The A320's fly-by-wire system provides some automatic yaw compensation, but you still need manual rudder input and trim. On both types, do not rush the engine failure checklist — fly the aircraft first. Aviate, Navigate, Communicate.
A320 vs B737: Key Differences
If you are preparing for a simulator assessment, understanding the aircraft-specific characteristics is essential. Here are the differences that matter most during the assessment:
| Feature | Airbus A320 | Boeing 737 |
|---|---|---|
| Controls | Sidestick (one-handed) | Yoke (two-handed) |
| Auto-trim | Yes, up to 33° bank | No — manual trim always |
| Flight Path Vector | Available on PFD | Not available |
| Thrust management (GA) | TOGA → CLB detent transition | Fully manual throughout |
| Steep turn trim | Auto-trims pitch up to 33° | Manual back-pressure required |
| Level flight 250 kts | ~3° / 62% N1 | ~2-3° / 60% N1 |
| Engine failure rudder | FBW provides partial compensation | Full manual — up to 50 kg force |
The assessment content — SID, airwork, holding, ILS, engine failure — is the same regardless of aircraft type. The competencies being evaluated are identical. The difference is in how you interact with the aircraft. Pilots transitioning from A320 experience to a B737 assessment (or vice versa) should focus specifically on the trim, thrust management, and control feel differences.
Common Mistakes to Avoid
These are the errors that assessors see repeatedly. Every one of them is avoidable with awareness and practice:
Over-controlling during ILS tracking
Making corrections that are too large and too frequent, causing the needles to oscillate. Use 2–3° heading corrections maximum and 1° pitch changes. Make the correction, then wait for the effect.
Not trimming the aircraft (B737)
Pilots trained on fly-by-wire aircraft often forget to trim. The result is fighting the control column throughout the flight, leading to fatigue and imprecise flying. Trim after every configuration and speed change.
Poor thrust management on go-around
On the A320: forgetting to move thrust levers to CLB detent when LVR CLB appears. On the B737: leaving TOGA set throughout cleanup. Both lead to overspeed or flap exceedance.
Losing altitude in steep turns
Entering the turn without adding back-pressure and power. At 45° bank, you need approximately 41% more lift. Add 3–5% N1 before the turn and increase back-pressure as bank increases. Monitor the VSI.
Forgetting the missed approach procedure
At Decision Altitude with no runway in sight, scrambling to recall the procedure wastes critical seconds. Brief the missed approach clearly before starting the approach — verbalise the key numbers.
EASA Competency Framework
European airline assessments score candidates against nine core EASA competencies. Understanding what is being evaluated helps you demonstrate the right behaviours throughout the session:
Application of Procedures
PRO
Communication
COM
Flight Path — Automation
FPA
Flight Path — Manual
FPM
Leadership & Teamwork
LTW
Problem Solving & Decisions
PSD
Situation Awareness
SAW
Workload Management
WLM
Knowledge
KNO
You do not need to "perform" each competency separately. They are assessed holistically throughout the session. A well-executed approach naturally demonstrates FPM, SAW, WLM, PRO, and COM simultaneously. The competency you are most likely to be marked down on is Situation Awareness (SAW) — assessors specifically watch for moments where you lose the picture.
Preparation Checklist
Structured preparation over 4–6 weeks consistently produces better results than cramming. Here is what to cover:
6–4 weeks before
Memorise pitch/power references for your aircraft type. Practise holding pattern entry decisions until they are automatic. Review EASA competency framework.
4–2 weeks before
Practise raw data ILS tracking (desktop sim is sufficient for the technique). Rehearse go-around and engine failure procedures. Brief approach plates until the format is second nature.
2–1 week before
Book a sim familiarisation session if possible. Practise the full assessment sequence: SID → airwork → holding → ILS → engine failure → single-engine ILS. Focus on smooth, deliberate inputs.
Day before
Review your pitch/power table one final time. Prepare your documents and dress code (smart casual or suit — check with the airline). Get proper sleep. No last-minute cramming.
The single biggest differentiator between candidates who pass and those who do not is structured preparation. Natural talent matters far less than practice. Candidates who have rehearsed the manoeuvres — even in a desktop simulator — consistently outperform those who only study theory. Our Interview Prep Pack includes detailed A320 and B737 Simulator Assessment Prep guides with pitch/power tables, procedures, and common mistakes.