2.5 Recency
The time elapsed since the last transition training is an important factor when considering pilots' needs. Flight guidance systems and other automated systems are certainly more complex than in previous aircraft, yet it has been noted that quite often some pilots making the transition to these aircraft had not been to ground school for periods as long as 15 years. This may have contributed to the difficulties of some of these pilots, for whom transition training to new technology may not always go smoothly and may involve higher than expected training costs. A lack of meaningful operating experience (which can be quite different than total flight time) should be expected for the period immediately following training. One way to solve this problem may be to expose the flight crews to highly realistic flight situations in high-fidelity simulators. In many countries this is called LOFT (Line-Oriented Flight Training)1. Because of the sophisticated equipment, the variety of situations that can be simulated, and the highly technical training methods now available, it enables pilots
1. For a complete discussion on LOFT, refer to ICAO Circular 217.
to gain flight experience (in addition to training) that in some cases may be even better than actual flight.

2.6 Specific training issues
Specific issues also related to transition training include the transition from electromechanical instruments to electronic flight instrument systems; training for the loss of all the electronic displays (the aircraft would be controlled on standby instruments which are essentially the same as those in previous generation aircraft, but the step down in data available is much greater); and the use of the autopilot, flight management system and mode control panel. The manner in which these systems allow the flight to be conducted enables the pilot to become detached from the immediate state of the aircraft (position, speed, height, etc.) Crew procedures and training methods must ensure that no automation complacency is fostered by this process, and that the pilot maintains a satisfactory level of situational awareness. The training should be hands-on and line-oriented, and should stress sound practices.

2.7 Guidelines on the use of automation
Guidelines on the use of automation should be provided. They should indicate to the crew when to use automation, and, more importantly, when not to use it. Even when guidelines are available (usually through company policy or standard operating procedures), they reflect preferred practices in the context of particular operational environments. The existence of such guidelines does not necessarily mean that they are universally applicable, nor is the purpose of this Appendix to provide them.

2.8 Use of accident/ incident data
In line with the well established practice of programming wind-shear profiles as part of flight simulator training, it might be worthwhile to explore the benefits of replaying incidents or accidents where automation has been considered a factor. The flexibility of contemporary simulator-computer systems and the information available from safety reporting systems makes this possible. Similarly, some contend that there is a need to include and review problems and incidents encountered in day-to-day operations.
　
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