Riyadh Air Simulator Assessment Tips

Unofficial guide – this page is not endorsed by or affiliated with Riyadh Air.
This article is based on common simulator assessment practices used by Gulf and international airlines and on Riyadh Air’s published pilot requirements (minimum hours, modern fleet, airline standards). The exact profile, maneuvers and grading for any Riyadh Air simulator check may change at any time and are defined only by the airline and its assessment partners.

A simulator assessment is often the most stressful part of a pilot selection process. You know the airline already likes your CV and hours – the sim is where they check whether your flying, CRM and decision-making match your logbook.

This guide will help you:

  • Understand what Riyadh Air is likely assessing in the sim

  • See the typical structure of an airline sim profile

  • Prepare for raw data flying, abnormal procedures and CRM

  • Avoid common mistakes that make good pilots fail assessments

What Is the Purpose of a Riyadh Air Simulator Assessment?

For an airline like Riyadh Air that is recruiting experienced jet pilots (often with 1,500–6,000+ hours), the simulator is not a “flying school test”. It is designed to answer three key questions:

  1. Can you fly safely and smoothly at your claimed level of experience?

  2. Can you follow SOP-style procedures and work as a team in the cockpit?

  3. Do you make sound decisions under pressure, prioritising safety over schedule?

They are not looking for aerobatic skills. They want:

  • Stable instrument flying

  • Good scan and anticipation

  • Standard callouts, briefings and checklist discipline

  • Calm handling of abnormal situations

If your CV says 2,000+ hours on multi-crew jets (FO) or 6,000+ with wide-body command (Captain), your performance in the sim should feel like that, not like a nervous new cadet.

Typical Airline Sim Profile Elements (Illustrative)

Riyadh Air has not published its official profile, but most Gulf / major airline assessments include combinations of:

  • Take-off in normal conditions

  • Radar vectors or SID departure in IMC

  • Level-off, speed/altitude/heading changes

  • Steep turns or basic manoeuvres to assess control

  • Raw data segment (no flight director, sometimes no autopilot)

  • Non-normal event: engine failure, system fault, weather deterioration

  • Vectors to an ILS or non-precision approach

  • Possible go-around and reposition

  • Missed approach and hold

The exact sequence varies, but this gives you a good mental picture. Your main job:

Fly within tolerances, communicate clearly, follow SOP logic, and keep the flight safe and stable.

Before the Sim: Know What You’ll Be Flying

1. Confirm sim type and configuration

  • Which aircraft type? (e.g., generic B737/A320-based sim, or your current type / similar)

  • Is it full motion or fixed-base?

  • Which side will you be flying from (LHS/RHS)?

Even if you’re not current on that exact type, you can still perform well if you:

  • Understand basic glass-cockpit philosophy

  • Are comfortable with EFIS, FCU/MCP, FMS basics

  • Know standard airline-type procedures (SID/STAR, ILS, go-around, checklists)

2. Ask about scenario format

If the recruiter shares anything like “there will be a departure, radar vectors, some raw data and an ILS”, write it down and practice that pattern in your head and in a sim session if possible.

Key Skills the Assessors Are Watching

1. Instrument Scan & Flight Path Management

They want to see:

  • Smooth control of pitch, bank and speed

  • Stable climbs, descents and level-offs

  • Quick correction if you deviate (no over-controlling)

Tips:

  • Keep your scan simple: attitude → flight path / localiser / glide → speed → power → back to attitude.

  • In raw data, don’t chase needles aggressively; use small corrections.

  • Always trim the aircraft so you’re not fighting the controls.

2. SOP Mindset: Briefings, Callouts, Checklists

Even though you’re not operating under your normal airline’s SOPs, you can still show structured behaviour:

  • Give a departure briefing (runway, initial altitude, speeds, SID or vectors, threats).

  • Use standard callouts as far as possible (“positive climb – gear up”, etc.).

  • Ask for and complete checklists at the right times.

Assessors prefer a calm, methodical pilot over a “hero” who flies nicely but ignores briefings and checklists.

3. Crew Resource Management (CRM)

In most sim assessments, you’re assessed as part of a two-pilot crew, not alone.

They watch:

  • Do you involve the other pilot?

  • Do you listen to suggestions and information?

  • Do you clearly assign and accept roles (PF/PM)?

  • Do you stay polite and open, especially when things go wrong?

Good CRM phrases:

  • “Let’s confirm our options – divert / hold / continue?”

  • “I suggest we hold here and ask ATC for the latest weather.”

  • “Do you agree?” / “Any other ideas?”

Bad CRM behaviour:

  • Ignoring the other pilot’s input

  • Snapping back or sounding irritated

  • Taking all decisions alone without consultation

Remember: Riyadh Air is building a modern safety culture. Collaboration is key.

4. Handling Abnormal Situations

The assessor wants to see your process, not just your memory.

Example scenario: engine issue after take-off, still climbing.

Good response pattern:

  1. Fly the aircraft – aviate, navigate, communicate.

  2. Assign roles clearly – “I’ll fly, you run checklists.”

  3. Identify the problem using the instruments and ECAM/EICAS/annunciations.

  4. Use the appropriate checklist or QRH logic.

  5. Once stable, inform ATC, then cabin, then passengers (if required in scenario).

  6. Consider diversion, return or continuation based on performance and weather.

  7. Throughout, keep your voice calm and structured.

They are watching for prioritisation, discipline and safety-focused decisions.

Practical Preparation Tips (2–4 Weeks Before)

1. Book sim practice on a similar type

If possible, do 1–2 hours with an instructor in:

  • A 737 / A320 / generic jet sim

  • Or your current type, focusing on IFR raw data, NPA and abnormal handling

Ask them to:

  • Throw in engine failures, single-engine ILS, go-arounds, basic navaids tracking.

  • Evaluate your scan, trim, and procedural discipline.

2. Refresh IFR and raw data skills

  • Practice holds, intercepts, tracking radials (using mental pictures or apps).

  • Revise non-precision approach profiles (e.g., step-down vs CDFA).

  • Review go-around and missed approach procedures and phraseology.

3. Review general jet handling theory

  • Effects of configuration changes (flaps/gear) on pitch and thrust.

  • How to avoid and correct unstable approaches.

  • Crosswind landing basics (crab vs slip, de-crab timing).

On the Day: How to Behave in the Sim

1. Brief smartly before you start

Take a minute to brief your sim partner:

  • Roles: “I’ll be PF initially; you’re PM and handle radios and checklists.”

  • Departure: “We’ll expect runway X, SID or radar vectors, initial altitude.”

  • Threats: “Weather / unfamiliar type / potential non-normal.”

This shows leadership, organisation and CRM before you even move the aircraft.

2. Communicate clearly, not constantly

  • Use standard phraseology with ATC (even if the assessor plays ATC).

  • Keep calls short and clear – no long stories.

  • When something changes, state it: “We are now level at FL100, speed 250.”

3. Don’t panic about small deviations

You are not expected to fly like an autopilot. Deviations happen.

The key is:

  • Notice them early.

  • Correct smoothly.

  • Don’t overreact.

If you overshoot localiser or altitude a bit, just correct and move on; don’t freeze or apologise 10 times.

Handling Common Assessment Scenarios

1. Unstable Approach

If you are high/fast and unstable near minima:

  • Call it out: “Approach unstable.”

  • Initiate a go-around at or before the stabilisation gate.

  • Follow the published missed approach or ATC vectors.

  • Brief again and try later.

Choosing a go-around for safety is usually seen as good judgement, not failure.

2. Engine Failure After Take-Off

Follow a simple pattern (adapted to the sim’s aircraft and SOP):

  1. Maintain control and climb (attitude + power + rudder).

  2. Positive climb? “Gear up.”

  3. Maintain target speed (e.g., V2, then V2+10/20).

  4. When clean and safe, identify the failure and run the checklist.

  5. Decide: return / divert / continue – brief ATC and cabin.

Do not try to be a hero with elaborate manoeuvres; keep it stable and by the book.

3. Weather Deterioration / Diversion Decision

If visibility or crosswind limits are approached:

  • Discuss limits with your sim partner.

  • If you are at or below minima / above crosswind limits, say clearly:

    “This is outside limits – I would divert to our alternate.”

Assessment teams want pilots who respect limits, not “cowboys” who will try anyway.

Common Reasons Good Pilots Fail Sim Assessments

  • Poor CRM – ignoring the other pilot, sounding arrogant or dismissive.

  • No briefings / no checklists – flying okay but not behaving like an airline pilot.

  • Tunnel vision – staring at one instrument and losing overall situational awareness.

  • Continuing an obviously unstable approach just to land.

  • Defensive attitude in debrief (“Your sim is wrong”, “I never fly this type”, “My airline does it differently”).

Remember: they know you may be rusty or unfamiliar with the exact sim type. They are mainly judging how you think and work in a team.

Mindset Tips to Reduce Stress

  • Treat the sim as a normal line flight with an extra instructor, not an exam from your childhood.

  • Aim for “safe and standard”, not “perfect”.

  • If you don’t understand an instruction, say:

    “Could you please repeat the clearance?”

  • If you make a mistake, correct it and move on. The assessor will often forgive one error if your overall performance is solid.

  • Sleep properly the night before, hydrate, and avoid heavy caffeine right before the slot (too much can make you shaky).

Final Reminder & Disclaimer

This page is an unofficial guide designed to help you prepare for a potential Riyadh Air simulator assessment by focusing on:

  • Airline-standard IFR flying and CRM

  • Safety-focused decision-making

  • Structured communication and SOP mindset

The actual sim profile, grading system and pass/fail criteria are set only by Riyadh Air and its training/assessment partners and can change at any time.

Before your assessment:

  1. Carefully read any briefing notes or emails sent by Riyadh Air or the recruiting agency.

  2. Ask polite clarification questions about type, role (PF/PM) and rough profile if they allow it.

  3. Consider at least one practice sim session to knock off rust and boost confidence.