Flight Crew Training Cockpit Resource Management (CRM) and Line-Oriented Flight Training (LOFT)(31)

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2.2  Full-mission simulation may be used for purposes other than LOFT. Many of the following guidelines for scenario development may also be appropriate for the design of other full-mission simulation tasks. The primary factor which must govern the use of full-mission simulation is the specific objective for which it is being used and the specific context in which it is being applied.
2.3  All LOFT scenarios and flight segments should be designed on the basis of a detailed statement of specific objectives. These objectives must state what kind of situation is to be addressed and why.
2.4  The origin, routing and destination of a particular scenario should be dictated by the specific objectives for that scenario or leg. Other factors to be considered are the weather, operational and equipment problems, etc. Simulator visual systems, as well as other capabilities and limitations must be considered at a very early stage of scenario design. The simulator navigation area must be appropriate and must coincide with current charts. Similarly, current manuals and other operational documentation must be available to preserve realism.
2.5  Other factors to be considered are alternate airports, fuel, and air traffic control. The specifics of location choice will depend on the operator's needs. For example, if a situation is to be constructed around an air traffic control problem, one must choose a route where that problem is likely to occur.
2.6  Problems and anomalies should be chosen in terms of the specific objectives. Both simple problems (those that have no impact on the flight once they have been diagnosed and corrected) and complex problems (those that exert an influence on the remainder of the flight) may be used. Problems should not be compounded. The simultaneous presentation of multiple problems should not result from scenario design, although it may occur as a result of inappropriate crew action. LOFT scenarios should not be designed to "bury" or overload the crew. An accident should never be inevitable, although it is an outcome that may occur.
2.7  Sub-scenarios should be designed in order to anticipate crew actions as much as possible. It is wise to limit the crew's options to some extent. The LOFT co-ordinator (check pilot, instructor) should be in a position to follow alternative branches to a reasonable conclusion in many cases. The use of problems that cannot be corrected is permissible if those problems are appropriate to the objectives of the scenario. An example would be a failure of the landing gear to extend, resulting in a gear-up landing.
2.8  The pacing and tempo of a scenario must be appropriate to certain factors such as the location, the departure time, and the phase of flight. Most importantly, it must be appropriate to the specific objectives of that scenario. Designers should avoid totally filling a flight period. They should leave some time for lulls and periods of relative inactivity. The pacing of anomalies and other events must not detract either from the realism of the scenario or from the training potential of the situation.
　
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