CAT Magazine - Issue 1/2013

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Issue 1/2013

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ISSUE 1.2013

Editorial comment

Aviation and Simulation History 101 The Mayans were wrong. The world did not end in 2012 and we safely slipped into 2013.

Most of us can say we did so with our wits intact, even magazine Editors.

With 2013’s arrival, we would be remiss if we didn’t take note of one of aviation’s most important anniversaries. December of this year marks the 110th anniversary of the dawning of the era of powered flight. In 1903, a couple of American bicycle mechanics had the audacity and selfreliance to have a vision, figure out the principles, and simply never give up. While we all know the story of the Wright Brothers, few of us pause and reflect on how incredibly fast our newly spawned industry has progressed from that momentous day at Kitty Hawk, North Carolina.

Barely 16 years later, in 1919, John Alcock and Arthur Brown made the first non-stop crossing of the Atlantic, followed by the first solo crossing by Charles Lindbergh in 1927. In 1940, just 37 years from the first powered flight, British RAF fighters provided Herr Hitler with his first taste of defeat, saving western civilisation from a certain new dark age.

The first manned supersonic flight was achieved only 7 years later in 1947 by the USAF’s Chuck Yeager, and Apollo 11 put men on the moon a dozen years after that. It took a mere 66 years from the first manned powered flight to the first moon walk, a period so short that many people witnessed both events as adult citizens.

The civil “jet age” – the first successful passenger jet service – began only 10 years earlier in 1958, using the Boeing 707 on the New York to London route. But the British de Havilland Comet was actually providing trans-Atlantic service as early as 1952. Early design flaws – although subsequently corrected – meant the Comet was sidelined as the jet age began.

The digital era began in the 1980’s, and the technologies drove new levels of automation, comfort and efficiencies in international air travel. And now, as Chris Lehman the industry rapidly expands in Asia, Editor in Chief Latin America and the Middle East, and western societies continue to age, the focus is on the human resource issue and the best tools and techniques needed to ensure the competency of the current aviation generation.

The incredible pace of aviation technical achievement over the last century is especially

" The “digital age”

may have made modern simulation possible, but there’s no

doubt it’s the “data age” we’re dealing

with now."

remarkable when one considers the corresponding advance in simulation and training over the same period. Orville and Wilbur had no choice but to teach themselves both the theoretical and practical, but today’s aviators have access to a range of simulation technology that even 10 years ago would have been seen as science fiction.

While the first commercial airline flight simulators with their camera and model-board visuals appeared in the mid 1950’s, the first digital simulator arrived in 1967 for the Boeing 727. Real “zero time flight training” was achieved in 1979, when the FAA published their Advanced Simulation Plan amendment to FAR 121, permitting all jet transport category training and checking to be achieved in a qualified simulator. That’s a mere three decades ago.

The “digital age” may have made modern simulation possible, but there’s no doubt it’s the “data age” we’re dealing with now. Today’s FFS visual systems with real terrain databases and advanced displays provide almost a totally immersive experience. The flight simulator’s databased simulation has migrated to all manner of part task and portable devices, the laptop, iPad, even iPhone. An almost seamless simulation path has been created from the living room and classroom to the aircraft, and back again, with the opportunities for transfer-of-training seemingly endless. Anywhere, anytime training is not only here, it’s pervasive.

Evidence-based training as driven by data such as flight data analysis, LOSA, observation and safety investigation, is becoming a critical tool for the industry. The data focus is increasing the quality of training, and providing opportunities for customized and individualized training that are becoming invaluable as we deal with the new realities and demographics of the pilot community.

All the rest is history.

Safe Travels, Chris Lehman CAT Editor in Chief

e chris@halldale.com C A T M AGA Z I NE 1 . 2 0 1 3

03

Contents

ISSUE 1.2013

06

10

Editorial

Editor in Chief Chris Lehman e. chris@halldale.com

Group Editor Marty Kauchak

e. marty@halldale.com

US Affairs Chuck Weirauch e. chuck@halldale.com European Affairs Chris Long e. chris.long@halldale.com US News Editor Lori Ponoroff e. lori@halldale.com RoW News Editor Fiona Greenyer e. fiona@halldale.com

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03 Aviation and Simulation History 101. Editor in Chief Chris

Lehman reflects on aviation’s achievements over the last 110 years.

06 Getting Down to Business. The NBAA Safety Committee’s new Business Pilot Training Project aims to improve the way business aviation training is conducted.

10 Look Up, Watch Out. Robert W. Moorman looks at the training systems that have been introduced to enhance runway safety.

14 The Good, the Bad, and the Ugly: The Four ‘Generations’

On the cover: Aerosim Flight Academy first introduced the Cirrus SR20 in 2006 and now operates a fleet of 32 aircraft at 4 locations.

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of e-Learning. Dr. Suzanne Kearns investigates the characteristics of e-learning.

16 Solid Future in Florida. Chuck Weirauch chronicles the challenges faced by flight schools in Florida.

23 Airbus – Training Together. Chris Long reports from the Airbus Training Symposium.

26 Cross-over Technologies. Group Editor Marty Kauchak reports from I/ITSEC 2012.

35 Seen & Heard. Updates from the training and simulation community.

Compiled and edited by Fiona Greenyer.

04

C A T M AGA Z I NE 1 . 2 0 1 3

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Business Aviation

Getting Down to Business Chuck Weirauch investigates the work of the NBAA Safety Committee’s new Business Pilot Training Project.

Training providers have been working with the NBAA Safety Committee on the Business Pilot Training Project.

Image credit: FlightSafety International.

06

W

hile business aircraft accidents worldwide were down in 2012, those involving US business jets were up last year over the total in 2011, according to business aviation safety expert Robert E. Breiling Associates. Despite the fact that that US business turboprop aircraft accidents were reportedly down last year, the 2012 jet aircraft statistics add more fuel to the National Business Aviation Association (NBAA)'s position that the industry needs to revamp and improve on the way that business aviation training is conducted.

And that's the whole point of the Association's Business Pilot Training Project, an effort which began in 2011. By the latter part of 2013, the NBAA Safety Committee plans to announce the Project's recommendations that are based on an extensive survey of its membership and input from Committee members and business aviation training providers. These recommendations will be presented in two primary documents; the NBAA Business Aviation Pilot Standards and Skills Guide and a Training Program Development Guide to help business aviation flight departments work with their training providers to employ the most effective training programs for their operations.

The primary focus of the Training Project is on recurrent training. While 96 percent of NBAA member pilots participating in a Project survey reported that they were satisfied with training provider FAR Part 61.58 required recurrent proficiency check programs, 70 percent reported that they felt they were

C A T M A G A Z INE 1 . 2 0 1 3

“just checking boxes”, instead of receiving what they considered to be actual training. As a result of this survey, the Safety Committee began studying ways to improve the value of recurrent training, recommendations for which will be outlined in the Project documents.

Recertification Focus “The issue was that there was quite a bit of feedback from NBAA members that the training received at Part 142 training centers was not meeting their specific flight department needs,” Steve Charbonneau, Secretary of the NBAA’s Safety Committee and Chairman of the Business Pilot Training Project, pointed out.

“The NBAA Safety Committee wanted to better understand what the issues were.

We took a full year to understand what there was underlying that sentiment.

Now we are in the position to want to offer some solutions to this issue.”

While the NBAA membership did not give specifics about the 61.58 recur-

rent training at the Part 142 centers, the general feeling was that there is very little training being done, only the required certification or recertification of pilots. There are more than 300 elements of the Practical Test Standard that must be verified as part of this training, which means there is very little room for any actual training in the time allowed. Essentially, the only training that is done is to bring a pilot up to that standard, or give him or her more proficiency so those pilots can achieve or re-achieve and demonstrate the standard.

“There is a focus on recertification versus training at these Part 142 centers,” Charbonneau added. “Instructors say that there just isn't time to do anything else, and some instructors are in a routine, just giving you the same program every six months.

The attitude is that only so much can be done in the Part 142 training center setting.”

Training Opportunity Because of this attitude, for individual pilots and their flight departments that want them to get more training value while at the Part 142 centers, currently the only option is to sign up for additional separate training courses offered at more time and expense, but that pilots do not get FAA credit for completing. However, the NBAA Safety Committee leadership feels that in 61.58 recurrent training there is an opportunity to bring in more risk awareness and training mitigation through the incorporation of risk-based training scenarios that highlight the unique risks determined by individual business aviation flight departments.

Just how those training departments can work with their training providers to develop and implement such elements into the curricula is one of the areas to be outlined in the upcoming NBAA Business Aviation Pilot Project documents. The NBAA approach would be to introduce training modules that could be merged into recurrent training, since it would be nearly impos-

sible for training providers to develop scenarios for every operator's unique situation.

“Clearly such elements as aviation decision-making and crew resource management are addressed today already in the 61.58 requirement,” Charbonneau said. “However, they are not usually applied and not usually assessed because it's a very prescriptive environment. Our recommendation will be that flight departments begin to build and partner with their training providers to develop training modules that are scenario-based, and address their riskbased, data-driven needs.”

In other words, using a training management-type system, a flight department would both look back at their performance data and then look forward at their future risks, Charbonneau explained. Out of this data, the flight departments would develop scenarios that would train skills which would mitigate future predicted risks. As an association, the NBAA needs to develop a process to help its membership conduct such risk analysis of where their threats are and then apply risk mitigations that include training which is unique to their operations, he added.

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Business Aviation of Safety, Security, Operations and Regulation, the key to the success of NBAA efforts to revitalize recurrent training is partnerships. He noted that training providers CAE, FlightSafety and SimCom have been working with the NBAA Safety Committee on the Business Pilot Training Project as “willing partners.”

“The primary focus of the Project at this point is the recurrent training every 6 or 12 months, depending on the operator, and allowing them to bring more of their training management systems into their training program,” Carr pointed out. “This is going to require work on everybody's part to facilitate that kind of training perspective in that when we begin to identify risks from our safety management system or other safety system that the operator might have, we need to incorporate the data into training to eliminate that as a risk. Today, because of the structure of Part 142, we find ourselves in a situation where it can be difficult to quickly modify training programs to address unique situations. So our hope is to turn that operator information into valuable training in a way that doesn't put the recurrent training cycle out of sync with the problem that the risk area may identify. We shouldn't have to wait to work on training problems.”

CAE has been contributing subject expertise to the NBAA task force review, and Steve Hall, CAE Manager of Regulatory Affairs and Compliance, has been the company's subject matter expert contributing advice and recommendations to the NBAA Safety Committee's Business Pilot Training project.

“We regularly work with our business aviation clients to tai-

lor training to their unique needs,” Hall said. “CAE has offered for many years and continues to offer a wide range of alternate recurrent training programs to supplement the required curriculum.

These advanced, approved programs include international procedures, runway safety, high altitude performance, RNAV performance-based navigation, even special approach procedures for individual airports such as Aspen, Colorado. Some of these are five-day courses resulting in a 61.58 pilot-in-command proficiency check; some are only an hour or two. We also feature several complimentary courses such as controlled flight into terrain (CFIT), ditching, runway incursion prevention, and others.”

Hall also cited CAE Simuflite's new partnership with Aviation Performance Solutions (APS) to provide “a comprehensive mitigation strategy to the largest threat to aviation safety”, the Loss of Control Inflight (LOC-I) program. At the NBAA 2012 Annual Meeting, Lou Nemeth, CAE's Chief Safety Officer and Randy Brooks, APS' VP for Training and Business Development, provided an overview of this program as a part of the NBAA Safety Committee's Session at the show.

Voluntary Program

Sharing best practices globally

http://IAFTP.org 08

C A T M A G A Z INE 1 . 2 0 1 3

In order to make the Project a success, the FAA must also play a key partnership role in the effort, Carr pointed out.

“Our hope is that the FAA would be very much a strategic partner with us in identifying a way for this to happen,” Carr said. “The FAA is interested in the some kind of effort that would take business aviation training to the next level.

That's because right now we have been in the 6 and 12 month 61.58 recurrent training cycle for three or four decades, and there really hasn't been any kind of progress when it comes to advanced business aviation training skill sets. We would like to move in this direction to see how we can benefit from the training by taking advantage of the technology that is out there. This might mean a day or two of training while at the home base through the Internet, for example. This approach would be a huge incentive for companies to plan their training and save

Image credit: Dassault Aviation/Dassault Falcon Jet Corp.

money by bringing in advanced capability and flexibility at reduced cost, and a way to provide a successful solution.”

But while the FAA would need to be a key player in the effort to modernize business aviation recurrent training, the

NBAA's goal is for the program to be a voluntary one.

“We have a very good system in place today for checking capability against established standards,” Carr pointed out. “The challenge that we are

facing is we need to find a way to bring all of the advanced safety analysis that we are doing into training. I think the airlines have already done that, or they are a lot farther down the road than we are, And in order to keep pushing our safety record, as good as it is, lower and lower every year, we are going to need to focus on areas that we have not traditionally spent a lot of effort on. So I think that this NBAA Business Pilot Training Project, if we are successful, stands to be providing a lot of safety benefits to the industry through the incorporation of training opportunities that reflect the unique risk areas for a company that they have not had an opportunity to deal with previously. And I think that if this could be done more cheaply, then we have really hit a home run." cat

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09

Runway Safety

Look Up, Watch Out Better training for pilots and ground personnel and technology are key to lowering the rate of runway incursions and excursions. Robert W. Moorman reports.

D

ec. 31, 2012: Spirit Airlines Flight 403 had just landed at Fort Lauderdale-Hollywood International Airport. While taxiing to the gate, the Airbus A320, clipped the tail of a US Airways A320 parked in a remote part of the airport. The collision caused a gash in the tail cone section of the US Airways aircraft. The Spirit aircraft suffered no damage, but the incident caused consternation at Spirit Airlines, which said it was not advised by air traffic control of the presence of the other aircraft.

December 1, 2011: Southwest Airlines Flight 844 had just landed at Chicago’s Midway International Airport.

The airliner was about to cross an active runway when the copilot spotted a Bombardier Aerospace Learjet barreling down the runway toward them. He yelled at the Captain, who was at the controls, to stop. The Captain slammed on the brakes, stopping at the edge of the runway as the business jet was taking off. Luckily, no one on either aircraft was hurt.

10

C AT M A G A Z I NE 1 . 2 0 1 3

While there has been a recent spike in runway incursions – and some incidents may not meet FAA/ICAO’s strict definition of an incursion – the FAA saw a dramatic decrease in runway incursions between 2000 and 2007 and the rate has remained low until 2012. However, there is ongoing concern on curbing the rate of runway excursions, in which an aircraft departs a runway during landing or takeoff or while taxiing. An incursion can be defined as an unintentional operation onto an active runway or taxiway.

“Runway incursions is a known topic and there have been a number of mitigation tools developed. But excursions is an emerging issue about which we are concerned,” said Capt. Sean Cassidy, First Vice President for the Air Line Pilots Association, and National Safety Coordinator for ALPA. “Excursions are much more prevalent than incursions,” added James Burin, former director of technical programs for the Flight Safety Foundation, now a consultant.

Improved Training To reduce the level of incursions and excursions, several airlines augmented their pilot training programs and procedures following the FAA’s March 2008 Call to Action. Alaska Airlines is one of the more proactive carriers to enhance its pilot training programs to prevent runway incursion and excursions.

Alaska’s recent training initiatives have focused on reducing the threats of incursions and excursions by enhancing the airline’s capability to operate safely in all environments. These initiatives have been driven by new procedures, cockpit resource management (CRM) counter-measures and technology.

Over the last four years, Alaska has emphasized stabilized approaches as the first step to preventing excursions, said Captain Tom Kemp, managing director of Operations. The airline’s first Line Oriented Safety Audit (LOSA) in 2007 indicated a need to improve the stabilized approach performance. Accident investigators found that most runway

excursions are linked with unstable approaches. As a result, Alaska tightened its stable approach criteria, mandating that a go-around be initiated if the stable approach criteria were not met. The airline has also instituted a “no fault” go-around policy.

Procedures

ESCO's EMAS (Engineered Material Arresting System).

Image credit: Engineered Arresting System Corporation .

Alaska has implemented several new procedures. Flight crews are now required to conduct formal “runway assessments” that prioritizes and utilizes critical data before departure. When leaving the gate, pilots must check Notice to Airmen (NOTAMs) for taxiway closures as well.

As part of cockpit resource management (CRM), the flight crew is required to review the taxi plan outbound and inbound for all takeoff and landings. Every “hotspot” on a planned taxi route must be reviewed and all taxi and runway instructions from ATC must be repeated to ATC, then repeated by the crew.

After landing, the flight crew is only allowed to stow the speed-break and bring up the flaps. This procedure was initiated so both pilots remain heads-up to look for traffic. Flows, the procedures and tasks the crew performs after landing, are not allowed until the aircraft is parked. These procedures were implemented specifically to increase situational awareness and avoid runway incursions.

New procedures have been implemented to help avoid excursions as well. The crew must now identify and determine in advance the “latest touchdown point” whenever aircraft operate into airports with short runways and/or in degraded runway conditions.

Alaska is one of the first airlines to incorporate Honeywell’s Runway Awareness and Advisory System (RAAS) into its simulators for training. RAAS is integrated into the aircraft’s ground proximity warning system (GPWS), and is particularly effective at providing aural alerts when the aircraft is taxing in an area in which it is not supposed to be. Runway crossings and clearances require the Captain to confirm aurally RAAS advisories coming from the artificial voice. [Editor’s note: RAAS is the forerunner to SmartTraffic and SmartRunway software now marketed by Honeywell.]

Kemp said Alaska could soon start using iPads with moving map displays as a tool to provide better situational awareness.

Pilots will be able to determine the aircraft’s position on the airport in real time, which is particularly useful during low visibility conditions. Alaska is working with the FAA to attain authorization for this technology. Software in the iPads depicts an ownship symbol and the device is limited to airport surface operations only, and to speeds of less than 40 knots. The Jeppesen application used by Alaska has this capability and the airline has also installed the moving map in its simulators.

Incursion and excursion training is mandatory at Alaska Airlines and simulated incursion capabilities have been installed in the full flight simulators. One simulated scenario shows a runway incursion at Anchorage International Airport in which a B747 taxis onto an active runway. The same scenario has been used for a simulated landing at Denver International Airport.

All Alaska pilots are required in recurrent training to practice degraded runway takeoff and landing operations in the simulator, using the Portland International Airport and Wrangall Airport, Alaska as examples.

Full Stop One of the more successful runway excursion tools to come along in recent years is the Engineered Material Arresting System (EMAS-MAX), developed by Zodiac Aerospace-ESCO. On several occasions, commercial and business aircraft were saved from extensive damage and passengers avoided serious injury when the aircraft sunk into the EMAS bed of crushable cement after overrunning the runway.

Jan. 19, 2010: EMAS saved a US Airways Express CRJ-200 Regional Jet (RJ) departing Yeager Airport in Charleston, W. Va. from plunging down a 100-foot ravine after aborting a takeoff. The aircraft ran off the runway, but sunk safely into an EMAS bed. The RJ sustained no significant damage and none of the passengers were injured.

At the time, airport officials said that the arresting system prevented a “catastrophe.” The runway overlooks a valley near Kanawha River and the city of Charleston.

EMAS is a passive aircraft arresting system, but there are common sense guidelines Zodiac Aerospace offers if the pilot determines that the aircraft will exit the runway and enter the EMAS following an aborted takeoff or landing.

Continue deceleration regardless of aircraft speed upon exiting the runway.

Follow aborted takeoff procedures, or, if landing, maximize braking procedures outlined in the flight manual.

Maintain runway centerline; do not veer left or right of the bed. Continuing straight ahead will maximize stopping capability of the EMAS bed. Once stopped, do not attempt to taxi or move the aircraft.

The FAA requires that commercial airports, regulated under Part 139, have a standard Runway Safety Area (RSA), where possible. The RSA is 500 feet wide and extends 1,000 feet beyond each end of the runway. Some airports, which were built before the RSA rule was adopted, cannot meet the criteria because of water, highways, surrounding population or there is a severe drop-off of terrain. At those airports, EMAS is particularly helpful.

C AT M A G A Z I NE 1 . 2 0 1 3

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Runway Safety Evaluating new technology to prevent incursions and excursions is a role Alaska seems to play with regularity. The chief reason for choosing this airline is the harsh environment in which Alaska flies frequently.

“We have great exposure to this because of the short runways up north and the degraded breaking action issues up there, and because we are flying bigger aircraft,” said Capt. Doug Burton, director of training.

New Technology Alaska recently evaluated new technology to help prevent excursions.

SafeLand, designed by Aviation Safety Technologies (AST) and embedded in the wheels of Alaska’s B737-400s, uses available flight data information and transmits stopping calculations in real time through ACARS to the pilots. The technology measures the real time braking performance of the 737-400s, a big enhancement over current capabilities to measure runway friction.

Another advantage of SafeLand is that it allows an objective criterion to compare with the more subjective process of pilot reports on runway braking capability.

“This provides an ‘apples to apples’ comparison in that we use the objective assessment of a B737 to inform the crew about to operate on a degraded runway,” said Captain Bryan Burks, an ALPA safety volunteer with Alaska Airlines. So far, Alaska Airlines’ comparison of objective measurements align fairly accurately with pilot reports of runway conditions, Burks added.

Alaska is currently conducting a case study to help develop ways of avoiding runway excursions. As a training benchmark, the airline is using the American Airlines Flight 331, which ran off the runway on Dec. 22, 2009 at Kingston, Jamaica. Factors in that excursion of the 737 included the high speed of the aircraft upon touchdown and aircraft landing halfway down the runway, according to the report by the National Transportation Safety Board (NTSB).

Runway excursion training is covered via the airline’s distance learning program and reinforced in classroom recurrent training and in simulator briefing 12

C AT M A G A Z I NE 1 . 2 0 1 3

sessions. Each Alaska pilot must complete three four-hour briefing sessions of recurrent training per year.

Other Players Southwest Airlines (SWA) uses several safety tools to avoid runway incursions, according to Tim Leonard, Director of Flight Operations/Certificate Chief Pilot.

SWA requires that its aircraft taxi with the transponder on anytime the aircraft is moving. This procedure is helpful at airports that utilize the FAA’s Airport Surface Detection Equipment, Model X (ASDE-X), a situational awareness tool for enhancing runway safety, and reducing runway incursions. In 2011, Saab Sensis deployed ASDE-X to 35 major US airports. Saab Sensis is also a prime contractor for the FAA’s Runway Status Lights (RWSL), in which SWA and other airlines participate. RWSL serves as a warning to pilots that the runway is occupied.

Additionally, all Southwest pilots are trained and evaluated on low visibility operations which include the Surface Movement Guidance and Control System (SMGCSD) operations. During low visibility operations, SWA utilizes the heads-up guidance system from Rockwell Collins, which greatly enhances the pilots’ situational awareness.

SWA requires pilots to use “all available aircraft lighting” when crossing or entering the runway. Most carriers to whom CAT spoke utilize this see-andbe-seen procedure.

SWA has several procedures that require pilot verification and positive read back both to ATC and between the captain and copilot.

Leonard said SWA has an active Aviation Safety Action Partnership (ASAP) as well as a Flight Data Analysis Program (FDAP), which are used by the pilots to report all safety concerns. Southwest is partnered with multiple organizations that work to improve aviation safety. The groups include the Southwest Airlines Pilots Association (SWAPA), as well as Airlines For America, ALPA, MITRE and NASA Ames.

“Together we participate in data sharing as well as many FAA and industry trade studies,” Leonard said.

Since the FAA’s Call to Action, Delta

Air Lines has enhanced all aspects of training to include incursion and excursion instruction. A major part of the classroom training focuses on ways to better manager flows and mitigate runway incursions, said Delta spokesman Michael Thomas.

“We greatly emphasize the decision making process in training to prevent incursions and excursions,” Thomas said. “By way of CRM, we want to make sure that the crew is making the right decisions.”

Delta’s training department has put together graphic animations of threat and risk mitigation during ground, simulator, recurrent and qualification/transition training.

Delta’s check airmen also audit the pilot during the different phases of flight training. For years, Delta, which has a fleet of more than 700 mainline aircraft, found that the major threat of an incident was during the takeoff and climb out phases. In recent years, the airline has grown more concerned about runway incursions, particularly when the aircraft crosses an active runway.

To add another layer of safety, Delta produces its own green-colored Special Airports Pages (SAPs), which are included along with the Jeppesen aeronautical charts. The SAPS, which are updated periodically by the training department, note if there is, say, a

The FAA’s RWSL serves as a warning to pilots that the runway is occupied.

Image credit: Dallas/Fort Worth International Airport.

construction project on the airport or if there is poor lightening in certain areas on the operations side.

Delta averages between six and seven Level D, the least serious, runway incursions annually. The figures are based on 10,000 flights per annum. The airline has not recorded any A, B, or C incursions or excursions in the last several years, said Thomas. The data does not include flights of Delta’s regional airline partners.

Delta has indicated interest in Honeywell’s next-generation SmartTraffic and SmartRunway situational awareness and traffic management technology and a demonstration of the Honeywell products is planned. Delta has also expressed interest in Airbus’ Runway Overrun Prevention System (ROPS).

JetBlue Airways includes runway incursion training as part of the Advanced Qualification Program (AQP), the quarterly distance-learning program, as well as during recurrent flight training and line checks. Newly hired pilots receive incursion and excursion training as part of a full course training program.

JetBlue pilots receive excursion related training on non-grooved runways, which require more room for the aircraft to stop. JetBlue operates to several locales in the Caribbean, which have non-grooved runways.

JetBlue trains E190 pilots to use the onboard performance error data system when runways are contaminated with ice and snow, said Ken Petschauer, E190 Fleet Captain. Pilots utilize an AeroData System, an ACARS based performance, and weight and balance solution that provides take-off and landing distance data for all environmental conditions. The system is part of the FAA’s ASDE-X program, which uses ground surveillance radar.

Like other carriers, JetBlue requires pilots to discuss “hotspots” during the pre-flight briefing and before the aircraft descends to land. Pilots are also required to be heads-up at all times during taxi-out and taxi-in, and aren’t allowed to start engines while crossing runways.

The E190 has dual head-up displays (HUD), which are used “full-time,” from pushback to the runway, or on final approach.

The HUD helps prevent excursions by significantly improving situational awareness, said Petschauer. The HUD displays provide the pilot with glide path, touchdown and deceleration rate.

JetBlue is collecting runway friction data on its Airbus A320 fleet, which will lead eventually to the airline acquiring new software, possibly Airbus’ own ROPS system.

Runway incursions and excursions remain a major concern for airlines, but it is evident that air carriers have been developing focused training to prevent these incidents. It is clear that the new operational technologies as well as focused training are helping to curb runway incursion and excursion incidents. cat

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13

e-Learning

Dr. Suzanne Kearns investigates the characteristics of e-learning and how to enhance this form of training.

I

magine this situation for a moment – you have just finished reading an amazing novel. This novel is probably the best book you have read in your entire life and you are excited to learn that the film adaptation of the novel opens at your local movie theatre that same evening. You purchase your popcorn and arrive early to get a good seat. When the film begins you see an actor take a seat in front of a fireplace, open an exact copy the book you just completed, and begin reading the novel to the movie theatre audience. After about 10 minutes, the audience catches on that the entire film will only include the actor in front of the fireplace reading the book and begin to angrily walk out of the theatre.

How would you feel in this situation? Would you be upset or feel ripped off? In this example it is easy to understand how the media used to deliver a story, whether in a paperback or on film, impacts how the story should be told.

The media impacts the message.

Design However, if we apply this analogy to e-learning, it is rare to see courses that have been designed with careful consideration given to how to tell a ‘story’ online compared to in a classroom. Most e-learning courses are simply repurposed 14

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classroom training sessions. Courses like these have caused e-learning to develop a reputation as boring and repetitive.

As an aviation trainer, you should never underestimate the effort learners will put into avoiding poor e-learning courses. Have you heard about the ‘clicker app’? This free, easily downloaded program allows you to position the mouse on a certain part of the screen and it will simulate a mouse click every few seconds. Learners use the clicker in e-learning courses by positioning the app over the ‘next’ button. The app then studiously clicks the next button so the learner can walk away from the computer and go about their daily activities.

As training professionals we may be inclined to defend e-learning or assume that learners are being lazy or overcritical. As an industry, it is time that we accepted the truth – e-learning’s reputation for being boring and ineffective is probably justified! Our industry embraced e-learning and deployed it before anyone really knew how to use it.

In many situations learners were simply given a repurposed electronic version of a classroom course without the most powerful component of a classroom - the human instructor who engages learners, provides examples, elaborates on material in interesting ways, and answers questions.

Innovation The purpose of this article is not to imply that e-learning is a lesser form of instruction. In fact, quite the opposite is true, as advanced e-learning allows us to entirely rethink how we teach learners, guarantee comprehension, provide immediate feedback, and continually check and refresh knowledge to limit forgetting.

However, to accomplish this we cannot simply repurpose classroom training.

We need to identify the parts of training which require human interaction and move to a blended learning model where technology supports (rather than entirely replaces) classroom training.

Good e-learning requires innovation - we must think beyond traditional hour-long classroom training methods and consider how technology can enhance skills in new ways.

Thankfully, more than 30 years of research have been conducted exploring characteristics of e-learning that improve learning and retention. On average, this research has found no differences between the effectiveness of classroom and online courses. However, it is clear that a large number of e-learning courses underperform and another group outperforms their classroom equivalent. This polarization of e-learning effectiveness is associated with the impact of learners interacting with an online course. The

material may be the same online as in a classroom, but when learners are able to interact with training in new and innovative ways the effectiveness of e-learning skyrockets.

Definition

Generations of e-Learning

Based on research-identified principles, four ‘Generations’ of e-learning can be defined. This framework can help you recognize the good and bad e-learning courses on the market.

As you will see, with each subsequent Generation of e-learning, the effectiveness increases dramatically as do the development costs. This is important to understand, because e-learning courses are often priced the same regardless of

the Generation. For example, two companies may be offering ‘Cold Weather Operations’ courses priced at $500; one course is a Generation 1 course while the other is a Generation 3 course. Understanding the difference between the Generations will allow your organization to choose courses which are more likely to be effective and embraced by learners (hint: the higher the Generation the better).

Future Today, there are very few 4th Generation e-learning courses available in the marketplace. However, interactive, adaptive, and dynamic courseware is expected to be the future of e-learning. This tech-

nology will allow e-learning to customize training content for each individual.

When training is dynamic, each learner’s curriculum is unique to their strengths and weaknesses. This non-linear training encourages deeper processing, cognitive flexibility, better integration of new material into existing knowledge, and a feeling of personal ownership of training.

Overall, e-learning has come a long way since its beginnings in aviation and there are exciting advancements that technology will bring in the future. As an aviation training professional it is important to understand the Generations of e-learning and to carefully consider how to integrate technology into your training program. cat

1st Generation How is it made? Instructional content is repurposed from classroom-based training.

Consideration given to how people learn online? None.

Learner Experience Passive – learner watches a screen and occasionally clicking the next button.

Average Development Hours (for 1 hr of completed training content) 80 hours.

What does it look like? Watching – Typically PowerPoint slides or a videotaped classroom session. Training followed by an assessment.

Learner Performance Increase Typically None.

Speed at Which Learners Achieve Mastery Unlikely for Learners to Achieve Mastery.

2nd Generation How is it made? Instructional content is repurposed from classroom-based training with added interactivity.

Consideration given to how people learn online? Minor.

Learner Experience Limited Interactivity – learner watches a screen, occasionally interacts with an exercise, and clicks the ‘next’ button.

Average Development Hours (for 1 hr of completed training content) 200 hours.

What does it look like? Watching & Clicking – Resembles a PowerPoint presentation, but includes: media (videos, graphics, animations); interactive exercises (drag and drop, quizzes). Training followed by an assessment.

Learner Performance Increase Low. Speed at Which Learners Achieve Mastery Slow.

3rd Generation How is it made? Instructional content is custom designed for a digital environment.

Consideration given to how people learn online? Large.

Learner Experience Fully Interactive – may take the form of game-based simulations or content presented by avatars (cartoon characters) in a conversational tone. Interactive exercises are custom designed to support instructional objectives.

Average Development Hours (for 1 hr of completed training content) 500 hours.

What does it look like? Immersive & Interactive – User experience in each course varies (may include advanced learning simulations and games). Interactions are customized and require more complex thought from learners. Training is delivered in short chunks (no more than 15 minutes at a time). Training followed by an assessment.

Learner Performance Increase Moderate.

Speed at Which Learners Achieve Mastery Slow-Moderate.

4th Generation How is it made? Custom instructional content is embedded within an intelligent computer-based platform that tracks learner strengths and weaknesses and pieces together a unique learning path.

Consideration given to how people learn online? Very Large.

Learner Experience Fully Interactive, Adaptive, and Dynamic – fully interactive courses are made learner-centric by tracking progress and adapting training content based on individual performance levels and knowledge gaps.

Average Development Hours (for 1 hr of completed training content) 600-1800 hours.

What does it look like? Immersive, Interactive, and Individual – User experience in each course is customized. Courses are not completed linearly (1, 2, 3, 4, 5, etc). Each learner’s training path is customized based on their demonstrated strengths and weaknesses: expert learners progress quickly, average performers progress towards mastery, and novices receive additional support as required.

Assessments are integrated within training and completed continuously to inform the adaptive computer platform.

Learner Performance Increase High - Very High.

Speed at Which Learners Achieve Mastery Fast.

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15

Flight Training

Solid Future in Florida Chuck Weirauch looks at several Florida flight schools to get a glimpse at where they are headed in terms of enrollments, throughput, new training programs and directions as they aim to meet the needs of the aviation industry.

W

ith a significant number of airline industry sources becoming more convinced of a pilot shortage in the near future, the health and welfare of flight schools is becoming ever more important as the critical element in the pilot supply pipeline. Florida has the largest concentration of flight schools in the world, more than two hundred, that serve as the training ground for airline student pilots from around the globe.

International Focus For most US flight schools, the increasing numbers of international students, primarily sponsored by airlines, has proven to be the lifeblood that has kept them healthy as the numbers of domestic stu16

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dents have declined, and that has proven to be true for the Florida flight schools queried as well. A sticking point for the flow of international students to US flight schools in the past has been the difficulty in obtaining visas to study in the country. However, none of the flight schools interviewed reported that this has been a major problem of late.

According to Spence Edwards, president of Phoenix East in Daytona Beach, 90 percent of his flight school's student population is from outside the country, a number which has grown the last year at the expense of the domestic student population, which largely cannot get funding for education. At FlightSafety Academy in Vero Beach, Academy manager Nancy Ritter said that from between

88 to 99 percent of its students are international, almost exclusively sponsored by international airlines. She pointed out that the Academy has a long list of potential domestic students who want to study there, but don't have the financial resources.

Paul Woessner, senior vice president of Aerosim Flight Academy in Sanford, said that enrollment is up to capacity of 380 students, nearly exclusively international. Currently nine Chinese airlines are represented in the student population, with new international business including 40 students from Air Astana in Kazakhstan. Aerosim also has agreements with six regional airlines, including GoJet Airlines.

According to Nick Frisch, director at

F.I.T. Aviation, the flight training affiliate of the Florida Institute of Technology in Melbourne, his flight school has also recently been training Air Astana students. He reported that F.I.T. is also training Turkish Airlines and Copa Airlines students, a reflection that most of its students "are probably going to be international rather than domestic," although student enrollment at the FIT College of Aviation is up in both categories.

Patrick Murphy, director of Training at Ormond Beach-based Sunrise Aviation, said that the flight school's students have been primarily international, and that this market is holding steady.

However, Sunrise Aviation is the flight school training vendor for Jacksonville State College, and between 50 of the 80 domestic students there are engaged in flight training programs. He has found that student funding through the Veterans Administration provides the best means to address student funding. Sunrise has also recently signed an agreement with GoJet Airlines.

"We are looking to bid on other state college contracts because they are looking for an avenue to help resolve the obvious need for domestic pilots down the road," Murphy said. "This is one of the best places where domestic students are going to be trained."

New Curricula

F.I.T. Aviation is one of over 200 flight schools based in Florida.

Image credit: F.I.T. Aviation.

In order to meet the new training demands of students and to help improve their performance and career opportunities, some of the flight schools CAT contacted are revamping their curricula and helping to provide career pathways for their students.

Edwards pointed out that Phoenix East has implemented a mandatory single-cockpit risk management course for its students and is focused on providing newer training aircraft. Ritter cited the implementation of a new ATC Lab as a means to "enable students to really embrace the ATC environment." The lab has also significantly reduced training time at the Academy, she added.

Murphy stated that Sunrise Aviation is in the process of developing a new time-building program at a reasonable cost to help students meet the pending 1,500 hour-to-ATP requirement.

MPS_CAT2013_Ad01.indd 1

The Airline Safety and Federal Aviation Administration Extension Act of 2010 would require first officers to hold an Airline Transport Pilot (ATP) certificate, requiring 1,500 hours of pilot flight time.

In a move that will help both graduates and airlines, Aerosim Flight Academy has recently become a part of the Boeing-Jeppesen Flight Academy Global Network, which features the Boeing Pilot Development Program. According to Woessner, Aerosim conducts the piston aircraft part of this training.

Tablet Technology At Phoenix East, each student has recently been issued an iPad tablet to allow them to access their courseware and documents anywhere, and the flight school has designed its own in-house app in partnership with Jeppesen to enable the access and transfer of this data. According to Edwards, this program is going very well. Murphy stated that Sunrise Aviation is going completely with tablets by the end of this year, and that the flight school is now rewriting its curricula to accommodate that effort.

The advantages of this move are reduced cost and improved student situational awareness, with students already taking advantage of this technology on their own, he added.

At FlightSafety Academy, since almost of its students are airline-sponsored, whether students incorporate

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Flight Training tablet technology into their instruction or not is up to the discretion of the customer airline, Ritter reported. She sees movement towards the adoption of tablet technology, but the trend is not consistent through the Academy's customer base.

Corporate Pilot Careers?

Some of the Florida flight schools interviewed indicated that a number of their domestic students are looking at other pathways, primarily becoming a corporate pilot, rather than the traditional path to the right seat of regional airliner. Just how this trend may affect the regional pilot supply is uncertain, but a few schools are looking to help their students initially on to at least a more lucrative career as a business aircraft pilot, as the demand for such curricula develops.

Certainly there are signs that business aviation is making a recovery, with The National Business Aviation Association (NBAA) citing a number of sources in 2012 that indicate a slow but steady growth in this aviation market. Last June, Bombardier Aerospace issued its annual 20-year forecast for the industry.

The company predicted that a sus-

tained period of growth will begin in 2013, with roughly 24,000 business jet deliveries, valued at $648 billion, expected from 2012 to 2031. Most of this growth was predicted to take place in North America. Honeywell’s 21st Annual Business Aviation Forecast predicted that nearly 10,000 new business jets, valued at about $250 billion, will be delivered between 2012 and 2022.

According to Ritter, just about all of the domestic students at FlightSafety Academy are headed towards the goal of becoming a corporate pilot. At Sunrise, Murphy stated that they are seeing more of a concern with the airline lifestyle from their students, where they are not willing to sacrifice personal and family life in order to get launched into a career. They are looking around to

The majority of domestic students at FlightSafety Academy are headed towards the goal of becoming a corporate pilot.

Image credit: FlightSafety Academy.

Pan Am launches its pilot pipeline shortage solution with ACA acquisition Whether you believe in the upcoming pilot shortage or not, many in the industry feel that it would be prudent to take steps now to help meet that perceived challenge. One of the training providers with that idea in mind is Pan Am International Flight Academy. According to Eric Freeman, Pan Am's Executive VP, one of the primary drivers for his flight school's January acquisition of the Airline Career Academy (ACA) based in Kissimmee, FL was exactly that concern.

"Some of our core customers have been voicing concerns on a regular basis about the upcoming pilot shortage around the world," Freeman said. "They have been asking Pan Am what we can do to help them by creating a pipeline of well-qualified airline pilots at a time when there is going to be a worldwide pilot shortage."

So in order to meet the need of its customers long-term, Pan Am decided 18

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that its product really needed to change.

That change was to provide training support right from zero time through to ATP certifications and type ratings. The solution was to blend two training products together - general aviation training with the simulator-based airline pilot training that Pan Am already provides to its customers. And the acquisition of ACA will provide the GA training part of the equation, Freeman explained.

Now ACA and Pan Am operate together under the latter brand name, with the former bringing JAA/EASA and FAA ab initio training into the mix, offering private, instrument and commercial multi-engine training. It also adds the former's facilities in Kissimmee, Merritt Island, and Ft. Lauderdale to the Pan Am fold. Previous to the merger ACA trained 250 pilots annually with approximately 50 aircraft.

According to Marc Issott, former

CEO of ACA and now a Pan Am Senior VP, the integrated flight school will retain a major advantage for its ab initio students that was an element of the ACA curriculum. This is taking learning objectives from the JAA program and integrating it into the FAA program. This addition provides the FAA students with a wider range of knowledge and better prepares them for future job opportunities, Issott said.

"We are now working together to integrate the two training organizations," Freeman said. "The industry does not need GA pilots - it needs A320 and B737 pilots. Our goal is to provide as much training as soon as possible in the student curriculum, from ab initio to level D at Pan Am, with as much value as possible. We want to make airline pilots from zero time by taking the best of the training venues to develop our curricula."

Flight Training see what else is available, and becoming a corporate pilot is one of those options, he explained.

"A lot of our domestic students don't even want to go to the airlines," Woessner said. They want to go corporate. They are being approached for corporate jobs that pay a lot better. This is another path for our graduates. We are looking to develop a corporate pilot training program to help meet this trend."

Frisch is definitely seeing a trend of students headed towards a corporate pilot career. "The obvious question is where the jobs are going to be for graduates," he said. "It is evident that a graduate of a university flight training program is not going to be suited for employment at a regional airline because of the Part 121 rule. I think that regionals are going to have to park airplanes.

And when that happens, corporate aviation is going to blossom.

The corporate operators are going to be able to fish upstream for pilots because they will be able to take them at lower times than the airlines. Corporate is going to grow really well. We are in the process of developing a corporate pilot training program and I think that everyone is going to do that, because that's where the jobs are."

Concerns, Predictions & Plans All of the flight school leaders interviewed by CAT considered the reduction in the number of domestic student enrollments, the lack of interest in pursuing a career as a pilot and student funding as their primary concerns. However, they still foresee a solid future for flight training in the US. "There has been more of a drop-off of domestic students than we have seen historically in the past, along with a decreasing interest in beginning flight training. Some of that is due to a lot of

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misinformation about the overall career of a pilot," Ritter said. "We are working here in Florida at the high school and college level to educate and discuss all training options." “The trend is now with the student loan debacle," Woessner observed. "This is still the major hurdle. We are seeing that that the regionals are recognizing the pilot shortage problem, but the majors are not. It is trending for domestic students to get their 1500 hours with international airlines and then come back to the US." "The industry is going to have to address the whole student funding issue," Murphy emphasized. "We also need to be recruiting domestic students and coming up with ways to energize them beyond providing funding. If we don't energize the next generation of pilots, they are not going to be there in the future. With fewer FBOs and the drop in enrollments, we are sizing up to have the perfect storm. In two years, the regionals are going to start to struggle."

"The regionals are not yet getting aggressive at this point in hiring our instructors, but I expect that they are going to be over the next 12 months," Frisch pointed out. "Regionals are a path for our instructors, but they are looking at other paths as well. What I think is going to happen is that the regionals are going to find themselves with a fairly dry well for qualified pilots."

"The main concern is domestic flight training," Edwards said. "We have kids applying, but they can't get financing.

However, overall the demand for pilots is going to be unprecedented. The outlook is very rosy. We see a heck of a future, particularly for schools such as ours. The projections don't lie." cat

Aerosim Flight Academy currently has 32 Cirrus SR20s in operation.

Image credit: Aerosim Flight Academy.

Civil Simulation and Training news Issue no.33 February 2012

Emirates and CAE celebrate 10 years together in Dubai ECFT to open new Silicon Oasis airline training centre this spring Emirates and CAE are celebrating 10 years of joint partnership in the Middle East. Emirates-CAE Flight Training (ECFT) has earned a reputation for training excellence and was the first training centre of its kind in the region to be approved by the European Aviation Safety Agency (EASA), the US Federal Aviation Administration (FAA) and UAE General Civil Aviation Authority (GCAA).

From modest beginnings in the Dubai Airport Freezone with just two full-flight simulators (FFS), the business has grown considerably. Now housed in a bespoke training centre adjacent to the Emirates Aviation College in Garhoud, Dubai, the facility today boasts 13 bays which provide training for Airbus, Bell Helicopter, Boeing, Bombardier, Dassault, Gulfstream and Hawker Beechcraft aircraft types.

The expansion over the past decade enables servicing over 200 aviation clients and training more than 10,000 pilots and technicians a year for commercial airlines, business aircraft and helicopter operators. In addition, ECFT works in close collaboration with more than 20 different National Aviation Authorities to ensure that their specific requirements are fulfilled.

While about half the current customer base comes from the Middle East region, the facility also serves customers in a wide range of countries worldwide. About 30% come from Europe and the remainder from across Asia and Africa.

Emirates and CAE will expand further this year with the opening of a new training centre in Dubai’s Silicon Oasis, focused on airline training. The first FFSs will replicate the Airbus A320 and Boeing 737 families of aircraft. The anchor customer is flydubai.

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World’s largest network of CPL / ATPL and MPL programs — CAE Oxford Aviation Academy — 2,000 cadet annual capacity.

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Conference Report

Airbus – Training Together Chris Long reports on issues discussed at the recent Airbus Training Symposium held in Dubai.

Airbus Training Symposium, 11-13 December 2012 in Dubai.

Image credit: Airbus.

T

he task is already big – and getting bigger by the day. With over 60,000 pilots currently operating Airbus aircraft, and with that figure forecast to increase in line with the overall growth in civil aviation over the next 20 years (more than doubling the current fleet), there is clearly an expanding training task to meet the pilot demand. That scale of growth is inevitably multiplied in all the other disciplines associated with airline operations, from maintenance teams to dispatchers though to the customer interface, the cabin crews.

The over-arching theme at the recent Airbus Training Symposium in Dubai was that addressing such a huge task could only be accomplished by working together. That “together” embraces not just the manufacturer, but all the stakeholders in the industry, from the airlines themselves to regulators, through training equipment suppliers and the training organisations. The global view needs to encompass all the training that an industry professional would need throughout the span of his/her career, and in an ideal world the underlying principles and style of that training would be common across all the training footprints. A further consideration should be to recognise that not only must the content of the training be assessed against current and future skill sets required by increasingly complex operations, but that the training patterns must themselves adapt to the mindset, skills and potential of the new entrants into the industry.

Safety The tie between safety and training has been the primary driver

to recent changes to the organisational structure within Airbus. Historically, training has sometimes been seen as a peripheral activity, but its core role is now more obviously recognised in the fusion of responsibility for both training and operational support which reflects in Marc Parisis' new title, Vice President Training and Operational Support.

Parisis is determined that the oftrepeated mantra of “Safety is our First Priority” is a baseline for any discussion on operating commercial aircraft.

The constant striving to improve safety is a given, and the industry can be forgiven for sometimes forgetting the enormous improvements which have been achieved. To put this into perspective, Yannick Malinge, Senior Vice President & Chief Product Safety Officer, pointed out that it is worth noting one of the many statistics on airline safety. For the first generation of jet aircraft the accident rate was @ 4.5 fatal accidents/ million flight cycles. With the latest generation we are now at a rate of @ 0.1 fatal accidents/million flight cycles – a C A T M A G A Z I NE 1 . 2 0 1 3

23

Conference Report remarkable improvement (i.e. one fatal accident in 10,000,000 flights – compare that to any other transport system). It would appear that 2012 has the best civil aviation safety record for any year since 1945, despite being the busiest. That will be a challenging record to sustain, let alone beat, but it is very clearly the industry goal.

Many safety challenges have been successfully met with the introduction of new technology – perhaps the most obvious examples being EGPWS and TCAS. Further technical help is being introduced to help reduce accidents on the airport platform (runway excursions etc.), but overall there is increasing attention being drawn back to the human inputs, particularly in the area of the Human Machine Interface. Whilst careful system design can alleviate some of the difficulties, it has been observed that the supporting training needs to be equally robust.

So, with a much higher level of technical reliability already in place, and competent automated processes to help manage increasingly complex environments, the “low hanging fruit” for an incremental change in safety is to reemphasise the importance of Human Factors. The proportion of inappropriate human inputs as a contributing factor in incidents/accidents has risen, largely because other causal factors have been reduced. Targeted training to address those human shortfalls is very much the present aim of training systems.

Networking Parisis was very clear in his view that the role of Airbus is not to dictate what must be done, but rather to engage with the stakeholders and facilitate the debate on the future path of training. A couple of key drivers which help that discussion, and where the integration of ideas from the operators is essential, is firstly to use the immediate lessons from current operations to help define Evidence Based Training. This, coupled with the second driver, Competency Based Training, ensures that training is both immediately relevant to the daily task, and that crews in any discipline are both competent and confident to carry out their roles. This is in marked contrast to earlier models in 24

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which there was a lag in training requirements because of the necessity of having each element subject to specific regulation and legal process. Consequently there was a very slow feedback loop from the then current operation to effective modification of the training pattern.

Reinforcing the fundamental importance of the human in this pattern, Parisis was keen to point out the value of the networking opportunities throughout the three days of the symposium – not just in the conference hall, but in the less formal social opportunities which framed the overall event. These included an evening dining in the desert – an excellent chance to absorb some of the local culture and to mix freely with all the delegates. There is something intensely encouraging in seeing just how important direct human contact still is in cementing working relationships, even in this day of electronic exchanges.

Four Streams In addition to the plenary sessions, which opened and closed the event, there were four focussed streams which addressed the interests of flight, cabin crew, maintenance and simulation and training technologies. Whilst there were topics specific to each stream, there was significant overlap across them, with presentations on the issues of the adoption of appropriate technology and ideas on the proper instructional methodology to address the natural learning style of the new entrants to the industry.

A common denominator was the frequent use of iPads or other tablets as the baseline tool for both instruction and operational use, reflecting a quasi-universal move to that technology within the industry. With such a platform the content and style of the transfer of knowledge has changed dramatically to reflect the approach to learning which is the current default setting for those leaving generic educational systems. That learning style is less formulaic and more engaging, and the material needs to be adapted, not in overall content – fundamental knowledge still needs to be there – but in the explorative and interactive presentation of the courses.

Probably the major shift in the training supplied by Airbus is not so much in the content – that has naturally evolved to follow the evolution of the established disciplines in civil aviation. The major change has rather been the addition of skills which were not hitherto the focus of the manufacturer. Flight crews may have to conduct non-revenue flights, when pilots can be called upon

Capt. Marc Parisis at the gala reception.

Image credit: Airbus.

to operate post maintenance visit flights, or flights carried out after major repairs.

Senior pilots can be called upon to conduct acceptance flights for used aircraft; all of these demand skills which are not used during normal line operation, and for which focussed training is now available in the Airbus training portfolio.

Conference Style In keeping with trends in conference delivery, the presentations were deliberately staged to engage the delegates. For instance, not only were blogs encouraged during many of the presentations, (these drove the end-ofsession Questions and Answers), but the value of active audience participation was evident. During a presentation on Assessing Pilot Performance, David Owens, Senior Director Flight Crew Development, showed a video of a notional simulator training session and asked the delegates to grade the event. Some 100+ senior instructor pilots were asked to assess the performance shown in that video. Naturally there was a statistically normal spread of scores, but what was encouraging was the high concentration of common scores – showing that there was a reassuring level of standardisation from a global range of training experts. Expertise was also available from other global players, like ICAO, the RAeS, as well as training organisations. Airlines, too, had

the opportunity to pass on their experience and expertise – triggering the very exchanges and debates which were the aim of the conference.

Progress Herbert Deiss, Head of Flight Crew Training, made it clear that Airbus has already moved to increase the delivery points for training – in addition to the six main Airbus Flight Training Centers in Toulouse, Miami, Burgess Hill, Beijing, Dubai and Delhi, the cooperation with CAE opens up a further 16. Each of these has plans for expansion so that training can now be delivered close to the customer.

For many years the idea of applying the Airbus “Golden Rules”, (based on the Aviate, Navigate, Communicate principles) to all Airbus aircraft has been at the centre of the Airbus philosophy. Aviation has never, and should never, stand still; new approaches constantly evolve and are applied. In the case of the “Golden Rules” it was judged time to take another look at them – and the result is a simplified set of 4 “Golden Rules for Pilots” (see photo). The core to that is still “Fly the Aeroplane!”

Alongside the new rules, there is a change of Airbus terminology to recognise a commonly-used categorisation – the pilot not flying the aircraft will from now on be referred to as the “Pilot Monitoring (PM)” to emphasise the active role which this duty requires.

Next Steps The introduction of iPad technology and its use is being rolled out across the training specialities. For flight deck crews the iPad has now been approved as an EFB, so training support for that function is spreading to the airlines, as is the introduction of the iPad to the training and operation for cabin crews. The new A350 Flight Attendant Panel (FAP) uses compatible technology and operating philosophies.

There is continuous work in progress involving the in-depth study of the psychological triggers in training, and that is being fed into the courseware developers to ensure the most effective training tools reflect the present and future needs of the trainees.

A far-horizon view on training was explained by Michael Kalbow, Head of Airbus Maintenance Training; this neatly illustrated that, whilst the immediate training tasks are well understood, significant research is required to anticipate the training needs of the future.

There can be no doubt that the opportunity to update those responsible for the training tasks in the airlines is immensely valuable, not only for those already experienced in the role, but, importantly, for those newly promoted into their training organisations. The over 400 or so delegates at this Airbus Training Symposium recognised that to the full. cat

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Show report

Cross-over Technologies Group Editor Marty Kauchak reports from the 2012 I/ITSEC on products and systems which have the potential to support civil aviation sector training audiences.

NGRAIN's new Augmented Reality (AR) capabilities hold potential for taking virtual reality and placing it in the learning environment for civilian aviation maintainers.

Image credit: NGRAIN.

T

he 2012 I/ITSEC once again allowed the military training community to see and learn about the simulation and training industry’s latest technology innovations in the different training domains. A number of technologies and their applications showcased at the conference for the military sector have applicability for civil aviation community aircrews and maintenance personnel throughout their learning continua.

Mobile Learning Devices There was quite a buzz on the exhibition floor about the new mobile learning devices unveiled for maintenance technicians and other occupational groups.

One new product which caught our attention was a mobile solution from Lockheed Martin. The company is innovating mobile training applications to provide platform operators with immediate, affordable resources to help keep equipment running. On a tablet device, an operator scans a product barcode, quick response code or nameplate. The app then identifies the equipment and securely returns maintenance, operating, troubleshooting and repair information in the form of highly interactive 3D models.

Pat Allen, a business development executive at Lockheed Martin Mission Systems and Training, explained the operator can take a photo or video of the problem, generate annotation 26

CAT MAGAZINE 1.2013

and immediately transmit the information to stakeholders such as a safety center or technical advisor. In addition, operators can use video conferencing to consult with advisors in other locations.

Connectivity to maintenance databases and supporting logistics systems is provided, resulting in a single application to perform the majority of operator tasks.

Allen pointed out that his company’s mobile app technology is the first of its kind, with two patents pending. “Several things make this an innovative technology, but most importantly, Lockheed Martin has developed a total mobile solution that provides the applications, connectivity to the cloud environment and comprehensive security in ways not previously developed. The key with this technology is to make learning more intuitive so that operators can quickly grasp how to maintain or fix a component,” Allen said.

Lockheed Martin also develops mobile apps that replace traditional tech-

nical manuals to provide a searchable and easily updated reference. These apps include advanced 3D models and embedded learning science that allow them to become learning and teaching tools as well as serve as traditional technical manuals.

Allen said mobile apps are “true chameleons – they can adapt to the platform and training requirements.” Originally developed for military training, Lockheed Martin is expanding the capability to other markets including the energy and civil aviation industries. The apps are underpinned by the same learning.

NGRAIN’s new Augmented Reality (AR) capabilities hold potential for taking virtual reality and placing it in the learning environment for civilian aviation maintainers. CAT participated in an AR demonstration application in which the learner was able to view a piece of equipment through an iPad’s window, seeing and accessing information about key equipment including 2D and 3D graphical overlays, video, text and other content.

While Gabe Batstone, the company’s CEO, said the capability is an emergent technology innovation capability, it is more than a concept. “We have developed a robust prototype but need market feedback to ensure our future product solves real business problems,” he said.

Batstone also pointed out that the AR initially emphasizes maintenance training applications and would conceivably allow civilian aviation maintainers to learn and rehearse skills through their continuum of learning.

Motion Systems and Visual Displays CAT has watched Moog help to rapidly advance the state-ofthe-art in electric motion systems. The company’s products are

Lockheed Martin is innovating mobile training applications to provide platform operators with immediate, affordable resources to help keep equipment running.

Image credit: Lockheed Martin Mission Systems and Training.

found in military and civilian training centers around the globe.

After achieving quantum leaps to improve the fidelity of electric motion systems in the full motion simulator system, Moog is unveiling a number of cutting-edge technology refinements.

Charles F. Bartel, Jr., the company’s product application manager for simulation, noted the features and benefits presented at I/ITSEC are small steps of improvement that provide more tools that have been asked for by the current community of users. As significant, the industry veteran said “the new safety regulations that have gone into effect which, among other items, required the integration of a safety programmable logic controller, have been addressed.

Maintenance software has added features to make it more deterministic, i.e., error messages are more explicit than in the past. For instance, all fuses and circuit breakers are monitored, and should one fail, rather than a general fault that would indicate a failure, an error note identifies which component has failed and needs replacement/reset.”

The company is similarly reducing maintenance time on its systems. Bartel continued, “In the current production unit, it might take maintenance 15 minutes to a one-half hour to find the open fuse. In the new system it will take only a few minutes to read the error message, get a fuse, and replace it. Other maintenance issues will be similar in time reduction.”

Bartel also pointed out yet another technology refinement – where one of the major issues in the actuator was the elimination of the Ni (nitrogen)-based snubber design. “Not only does it reduce maintenance activity, but eliminates a high pressure gas storage issue,” he concluded.

Thales generated a constant flow of visitors to its booth when it unveiled the Reality H helicopter simulator. The device is equipped with a new, all-electric Hexaline high-fidelity, six axis linear motion system.

The direct-projection visual system offers a 210 degree (horizontal) x 70 degree (vertical) field of view with imagery from the ThalesView image generator.

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27

Show report The device which has applicability to train aircrews in the challenging offshore oil and gas operations, emergency medical services and other civil aviation sectors, has achieved certification by the French civil aviation authority (DGAC) in line with European Air Safety Agency’s CS-FSTD(H) standards.

The visual display sector is stepping up its efforts to deliver systems which create displays with ever increasing levels of fidelity.

At the 2011 I/ITSEC CAT observed projectiondesign launch its FL35 series of projectors. The product has up to 4.1 Megapixel resolution and second generation solid-state ReaLED illumination. At the 2012 conference, Maria Dahl Aagaard, the company’s product marketing manager, reported the FL35 series of LED projectors has achieved massive interest and success, particularly in full flight Level D simulators for commercial aviation audiences around the globe. “They are applauded as 'the' projector to achieve both realism and low total cost of ownership. The success of the FL35 is providing very popular with customers valuing the hassle free operation of the visual system.

Particularly interesting is the 2560 x 1600 pixel resolution, as not only does it allow for details being apparent at a greater distance, but it is the only way to achieve 45 degrees vertical field of view.” projectiondesign also introduced its new FS35 IR series projector at the 2012 I/ITSEC. The new projector is a continuation of the solid-state ReaLED illumination projector range of up to WQXGA resolution. Dahl Aagaard pointed out the FL35 incorporates a fourth infra-red (IR) LED making it possible to operate in

Thales unveiled its Reality H helicopter simulator.

Image credit: Thales.

the near-IR spectrum, stimulating night vision goggles. “It shares the same features as the FL35 series of projectors, but with the ability to simultaneously output IR and visual light through dual channel inputs coming from two image generators, in which one would send content in the visible light spectrum, whilst the other in the near infrared spectrum; or output IR and visual content through one single input of up to 4.1 Megapixels,” she explained.

The company executive noted the FS35 IR has generated significant, early interest in the military training community.

Barco, another company in this sector, introduced its SIM 7Q-HC simulation projector. The device has enhanced contrast ratio (40,000:1) at 2,800 lumens to better support flight training and in particular night-time scenarios. cat

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The World's Largest Gathering of Aviation Training Professionals The 16th Annual World Aviation Training Conference and Tradeshow will be even bigger than before.

Conference By:

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16-18 April 2013 Rosen Shingle Creek Resort Orlando, Florida, USA

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Organised By:

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The World Aviation Training Conference & Tradeshow will be at the Rosen Shingle Creek Resort in Orlando, Florida on 16-18 April 2013.

eats2012

Gold Sponsor:

B E R L I N

Conference With four conference streams, WATS is the biggest airline training event in the world. The overall theme for 2013 is “Optimizing Technology and Method in Performance-based Training”.

The WATS Cabin Crew Training Conference is the most well-known training event in the community and this year it will be stronger than ever with perspectives from international operators and training providers. More passes are being made available to the cabin crew sector.

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The aviation training industry is grappling with regulatory change, acute human performance and S I N G A P O R E resource issues, ever advancing technology and commercial challenges. The 2013 conference program has been developed to address these issues and to reach out even more strongly to the developing aviation communities around the world.

The Maintenance training stream will have a global emphasis on issues and techniques. Last year, both cabin crew and maintenance conference streams had plenty of audience participation which will be facilitated with new technology in 2013.

FAA Administrator, Michael Huerta will deliver the Keynote Speech with involvement by other FAA personnel speaking on training, standards and simulator qualifications.

Day 3 will include a Training Technology Focus covering simulation technology advancements, e-learning and mobile learning in air carrier operations.

The Regional Airline track is stronger than ever to address the current issues associated with the pilot shortage, training, rules and funding concerns in the US. The speakers represent a “who’s who” in these areas.

This year WATS will also have a special focus on Latin America with two Spanish language sessions.

Delegates from Latin American and Caribbean airlines are welcome to register at the low US$185 VIP rate

tion training orld avia orld aviation training orld aviation training ning orld aviation traiur Fo Conference Tracks O N F E R E N C E

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Over 80 speakers will cover the four dedicated conference streams:

Delegate Fees

Industry Delegate Airline/Government/Unive One Day Delegate VIP

Who will be there This year we expect about 100 airlines to send delegates and we are inviting even more Latin American carriers than before. Most of the sector’s major suppliers will be exhibiting, so if you want to be part of the world’s biggest gathering of aviation training professionals, you should act now!

WATS 2012 hosted nearly 900 attendees from 47 countries representing 90 airlines, 16 national and international regulators and 70 exhibitors. Aviation universities and other ab initio training organizations were also well represented along with the student body with more than 50 pilot, management, maintenance and ATM students bringing their ideas and enthusiasm to the conference and networking discussions.

Silver Sponsors: CMYK VECTOR VERSION C

2 colour version

(U

Gala Networking Reception

Sponsored by

The Airbus Networking Reception is open to all conference attendees on Tuesday 16th April with a free bar, canapĂŠs and entertainment.

The reception takes place in the WATS exhibition hall and will be remembered by many as the highlight of the WATS 2013 social program. Attended by almost everyone at WATS, the event provides a wonderful relaxed atmosphere for networking, building new relationships and reinforcing existing friendships.

Fees

(US$)

Early-Bird

Regular rate

Last-Minute

(to March 1)

(to April 12)

(April 13 onwards)

$1,045 $945 $775 ate $535 $675 $775 ment/University $300 $400 $450

gate $185 $185 $185

WATS Golf Day

Sponsored by

The WATS 2013 Golf Tournament is on Monday 15th April 2013 on the fabulous, David Harman-designed course alongside the historic Shingle Creek hotel.

Register Today www.halldale.com/wats

The Exhibition The WATS Tradeshow includes airlines, training providers, equipment manufacturers, airframe manufacturers, software and content providers plus representatives from regulators and government programs from around the world.

Together the WATS conference and exhibition will show you the latest training equipment and help you to develop the most effective training processes for the future.

Named by Golfweek as One of America’s Top 40 New Courses, this spectacular challenge offers fivediamond service standards and an 18-hole, par 72 (7,228 yards) championship golf course.

Teams of 4 players will compete in a Texas scramble round with a shotgun start. The day includes a relaxing hot lunch and prizes for the winning teams. This fantastic networking event allows WATS delegates, exhibitors and sponsors to unwind among spectacular surroundings in one of the social highlights of the conference.

Sign up for the WATS Golf Day when registering for the conference. Green fees are $95.

- PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E

Bronze Sponsors: JETPUBS

Manuals & Training Materials

Dark blue for background etc Light blue in logo Orange in Logo

Conference By:

0900-1000 Session 1: Opening Remarks and Keynote Addresses • Michael Huerta, FAA Administrator • TBD

Tuesday, April 16

1000-1100 Coffee 1100-1230 Session 2: Industry Initiatives and Safety Insights • Viktor Robeck, Director, SO&I Training and Qualifications, IATA • Captain John Cox, President, Safety Operating Systems • Captain Jacques Drappier, Senior Training Advisor, Airbus world aviation training

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1400-1530 Session 3: Global Primary Training Issues • Henry Defalque, Technical Officer, Licensing & Operations, ICAO • Sean Butler, CEO, CAE Parc Aviation • Rudy Toering, Vice President, FlightPath International

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1530-1615 Coffee 1615-1745 Session 4: The US Pilot Supply and Demand Nexus – A New Era A Panel representing the Industry Pilot Supply Work Group, and moderated by John Allen, FAA. • Captain Darrin Greubel, Manager Line Ops, ExpressJet Airlines • Dr. Tim Brady, Dean, College of Aviation, ERAU • Captain Paul Raisback, Director of Operations, ATA • Captain Scott Foose, Senior VP, Operations and Safety, RAA

0900-1030 Session 5: Air Carrier Training Insights • Captain Tero Arra, Finnair Flight Academy • Captain William Rhodes, Kalitta Air • Captain Hugh Dibley, FRAeS

Wednesday, April 17

1030-1115 Coffee 1115-1245 Session 6: Air Carrier Training Insights • Captain Doug Burton, Director of Training, Alaska Airlines • Dr. Sunjoo Advani, ICATEE • TBD 1245-1415 Lunch 1415-1545 Breakout Session I • LOCART – A Harmonized Approach to Upset Prevention and Recovery Training.

• Latin American Aviation Training, conducted in the Spanish Language. Part 1 – The Airline Perspective.

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0900-1030 Session 5: Regional Airline Pilot Supply, Public Laws, Rules and Training Panel Moderated by Captain Scott Foose, Regional Airline Association with Professor Kent Lovelace, University of North Dakota; Captain Jim Winkley, American Eagle Airlines; Captain Paul Preidecker, Air Wisconsin Airlines Corporation.

1030-1115 Coffee 1115-1245 Session 6: Dealing with the New Hire Reality Panel Moderated by Captain Alex Osleger, Republic Holdings with Captain Darrin Greubel, ExpressJet Airlines; Dr. Paul Craig, Middle Tennessee University/AABI Chairman; John Duncan, Flight Standards Policy Oversight, FAA; Captain Mark Sawyer, Aerosim Academy.

1245-1415 Lunch 1415-1545 Breakout Session I • Regional Airline Training Challenges – Panel Moderated by Captain Steve Briner, Director of Operations, GoJet Airlines.

1545-1615 Coffee 1545-1615 Coffee

Thursday, April 18

1615-1745 Breakout Session II • Update and Q&A Breakout conducted by the FAA National Simulator Program (NSP).

• Latin American Aviation Training, conducted in the Spanish Language. Part 2 – The Trainer’s Perspective.

1615-1745 Breakout Session II • Managing and Promoting Professionalism – Panel Moderated by Captain Paul Preidecker, Chief Flight Instructor, Air Wisconsin.

0900-1030 Session 7: Simulation Technology Update • Captain Fons Claerbout, Artilligence • Captain Lou Németh, Chief Safety Officer, CAE • TBD, L-3 Link Simulation & Training 1030-1115 Coffee 1115-1245 Session 8: Focus on Mobile Technology and e-Learning for Air Carriers • Captain Wally Hines, Director, JETPUBS • Professor Lori Brown & James H. Whittles, Western Michigan University • Ann-Charlott Strandberg, CAT of Sweden

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1230-1400 Lunch

1230-1400 Lunch

1400-1530 Session 3: The MRO Scene • Holger Beck, Chief Operating Officer, Lufthansa Technical Training • Nusret Bulent, TOPCU Maintenance Training Manager, MNG Technic Aircraft Maintenance Services, Inc., Turkey • Greg Dellinger, AAR Corporation

1400-1530 Session 3: Quality Training at an Affordable Cost • Christina Ferricks, JetBlue University • Anna Melberg, Novair • Ivan Noël, President, Inflight Innovations

1530-1615 Coffee 1615-1745 Session 4: The AMT School Scene • Ryan Goertzen, VP of Education, Spartan School of Aeronautics • Gordon Turner, Associate Dean, British Columbia Institute of Technology (BCIT) • Dan Douglas & Joel Henriquez, Senior Maintenance Students, Western Michigan University

0900-1030 Session 5: OEMs and Training Providers • Bill Griffis, Senior Manager Training Development, Commercial Aircraft Corporation of China, Ltd. (COMAC) • Keith McGann, Director, Airline Maintenance Sales, FlightSafety Intl.

• Charles Fisher, Manager of Technical Training, Bell Helicopter

1530-1615 Coffee 1615-1745 Session 4: Merging Training Cultures at Work – Training for Success • Stephen Howell, Director Inflight Standards and Training, USAirways • Larry Parrigan, Manager of Curriculum Development for Flight Attendant Training, Southwest Airlines • Michelle Farkas, General Manager – Inflight Service Advanced Qualification Program, Delta Air Lines

0900-1030 Session 5: Establishing a Strong Foundation for Training • Michaela Green & Tammy Hoevel, GoJet Airlines • Paul Caldwell, Skywest • Captain Steve Guillian & Thomas Kaminski, Inflight Training Program Development, JetBlue University

Conference program subject to change. Please refer to www.halldale.com/wats for the latest conference information including detailed speaker and presentation information.

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1030-1115 Coffee

1115-1245 Session 6a: Training for Challenges in the Cabin • Anne Sølvsteen, Prima Air • Richard Gomez, VP Education Services and Quality, MedAire & TBD, JetBlue • Eric Lipp, Founder and Executive Director, Open Doors Organization

1245-1415 Lunch

1245-1415 Lunch

1415-1545 Session 6b: WATS Maintenance: Simulation Technology in Maintenance Training Design • Hans-Jörg Lotter, President and CEO, InfoWerk • TBD • Frank Johnson, Manager of Maintenance Training, Airbus Americas Customer Service

1415-1545 Session 6b: Recognizing Problems and Finding Solutions • Professor Lori Brown, Western Michigan Uni. College of Aviation • Sherry Saehlenou • Helen Zienkievicz, President, Health Leaders Promoting Safety 1545-1615 Coffee

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WATS 2013 Conference Program

1030-1115 Coffee 1115-1245 Session 6a: Reporting and Tracking Event Data to Identify Training Content • Steven Douglas, Manager, Aircraft Maintenance Division, Flight Standards, FAA • Dr. Bill Rankin, Technical Fellow, The Boeing Company • Terry Gober, ASAP Manager, Delta Air Lines

The Exhibition 633

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Airbus

Opinicus

231

331

Breakout Room

Honeywell 431

EDM

531

631

533

L-4

ProAviation 629

Frasca 126

Aerosim 525

i-3 RATS Pilot Conference

Central Seating & Dining Area 120

DynEd 623

CAE

Boeing

119

Peak Pacific 118

519

Flight Path Intl.

617

AQT 114

i-2 Cabin Crew Conference

Hold

ECA Faros 212

JVC 113

112

Sim-Industries 413

FlightSafety International

L3 Link Simulation & Training UK Ltd

211 Reproduction

108

Uljin 109

JetPubs 208

106

107

MINT Software

prodefis

i-1 Maintenance Conference

Aviation

111

Livingsolids 104

309

210

206

STS 103 105

Indra 209

Brittanica 308 projectiondesign Quadrant 406 307

Pan Am International Flight Academy 205

Diamond Rockwell Aircraft Collins 513

Axis 411

Xcelerate 510

SimPhonics 511

409

Virtual eTraining 508

Transas 509

College Ireland 405

RSI Visual Systems

Pratt & Whitney 504

305

merlot. aero 615 613

612

Delta Tech Ops 610

ERAU

Flybe 507

606

Teledyne

Equipe 505

DiSTI 604

FTS 605

L-1 WATS Pilot Conference & Plenary Sessions

609

607

Comply -365 102

TFC/ Interfire

100

201

ASTi

Pelesys

300

400

RP Aero Systems 600

LAST FEW

To Hotel

REMAINING

Buffet Tables

WATS Registration Desk

BOOTHS

Exhibit your company at WATS At last year’s WATS, speakers from airlines highlighted the shortage of applicants they were facing. With new rules in the US on minimum flying hours and continued steady growth in most world regions the need for ab initio training is high and global opportunities are strong. WATS is a great place to find out more about market changes to optimize your plans for business development as well as secure new orders.

The WATS tradeshow has 40,000 sq ft of exhibitors’ space which is already 80% sold – the largest concentration of aviation training companies in the world!

WATS brings the world’s aviation training community to you. Exhibiting at WATS is like doing 3 months of networking in 3 days!

For sponsorship and exhibiting opportunities please contact your local representative: The Americas: Zenia Bharucha Asia Pacific: David Lim

601

t. +

t. +1

407 322 5605

65 9680 5251

The Rest of the World: Jeremy Humphreys

www.halldale.com/wats

e. zenia@halldale.com

e. davidlim@halldale.com t. +44

1252 532009

e. jeremy@halldale.com

World News & Analysis

Seen&Heard A compendium of current news from the civil aviation training industry, compiled and edited by the CAT editorial team. For the latest breaking news and in-depth reports go to www.halldale.com.

Training Centres Philippine Academy – Cebu Pacific Air and CAE have inaugurated their new aviation training center in the Clark Freeport Zone, northwest of the national capital of Manila. The joint venture, known as the Philippine Academy for Aviation Training, Inc. (PAAT), will initially cater to Airbus A319/320/321 series pilot type-rating training requirements and will provide "wet" instructorled type-rating training to CEB's current and new-hire pilots, and to other aircraft operators of the region.

The training center has one Airbus A320 full flight simulator, a second A320 simulator scheduled for delivery in 2013, and can accommodate two additional simulators. The facility will have the capacity to train more than 2,500 pilots annually, as well as other aviation professionals. It will offer initial, recurrent, conversion and jet indoctrination training to Airbus operators, and training for other aviation personnel such as cabin crew, dispatch, ground handling personnel and cadets is planned for the future.

New Academy – Work on The Emirates Flight Training Academy will start in early 2013 ahead of a targeted 2014 launch. The AED500 million centre, located at Dubai World Central Airport, will showcase the industry's most advanced pilot training and be the centre for the Emirates National Cadet Pilot Programme, training up to 400 students at a time.

Emirates has engaged the UAE's General Civil Aviation Authority (GCAA) on approval for course syllabus authori-

Enhancement – An A320 full flight simulator installed at L-3 Link's Asian Aviation Training Centre (AATC) in Bangkok, Thailand, has been recertified to Level D by the European Aviation Safety Agency. Built on L-3 Link's RealitySeven™ simulation solution, the A320 FFS had previously attained Joint Aviation Authorities Level D certification and has been providing training at the AATC for 12 months. In December 2012, the FFS, which is integrated with RSI Visual Systems' XT4 image generator, was upgraded with projectiondesign's FL35 DLP LED projection system. The simulator has become the first in the Asia Pacific region to adopt the FL35 projection technology.

ties and the airside operations, such as the control tower and runway, will be managed by Dubai Airports and support the Academy.

Acquisition – Pan Am International Flight School has acquired Airline Career Academy (ACA), a leading pilot training academy specializing in JAA/ EASA and FAA Ab Initio training.

ACA will be integrated into Pan Am's operations to offer professional pilot training programs that enhance Pan Am's core business of comprehensive solutions for airlines. The acquisition

was finalized December 31 and all training will continue to operate under the Pan Am International Flight Academy brand with no interruption of service.

Airline Career Academy was established in 1995 and trains an estimated 250 pilots annually. Through this acquisition, the Academy is approved to deliver JAA/EASA and FAA initial pilot training at Pan Am's new facilities in Kissimmee/Orlando, Merritt Island, and Ft. Lauderdale Florida, supported with offices in Costa Rica, UK, Italy and Spain.

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World News & Analysis French Training School – Vilnius-based Baltic Flight Academy (BFA) is expanding with the opening of an additional flight training school in France.

As of 1st February 2013, BFA will be able to offer from its base at Toulouse Francazal, a full range of courses from the private pilot's license through the ATPL. Using stateof-the-art new Tecnam aircraft, as well as classic aircraft, ensures that the students learn to fly different types of aircraft.

Australian Facility – The Aeromil group has opened a new flight training centre at Sunshine Coast Airport, Australia.

The purpose-built Flight Options Flight Training Centre will provide courses for all private and commercial licences and endorsements up to and including business and corporate aviation training. The facility incorporates simulator rooms equipped with category B simulators and Garmin G300 glass cockpit technology, full motion Citation Mustang simulators, classrooms and briefing rooms.

EASA Approval – Egyptair Training Center has successfully passed the new audit evaluation from EASA (European Aviation Safety Agency) to certify the simulator fleet of A320, A330, A340, B777 and B737-800 Level D. The Boeing simulators were audited by the Swedish transport agency from the civil aviation department, while the Airbus simulators were approved by the United Kingdom CAA. Expansion – FlightSafety International plans to expand and renovate its Learning Center in Teterboro, New Jersey.

Construction is scheduled to begin in the spring of 2013 and is expected to be completed early in 2014.

The existing building will be renovated and reconfigured to provide increased amenities and improve work flow. A new wing will be added that features state-ofthe-art facilities for flight crew emergency training that includes a pool and other specialized equipment as well as additional classrooms and office space. Once completed, the Center will have eight full flight simulator bays, MATRIX-equipped classrooms, debriefing areas, facilities for Graphical Flight-Deck Simulators and Customer service and office areas.

Upgrade Plans – Saudi Arabian Airlines plans to upgrade the Prince Sultan Aviation Academy to the status of a specialized international training center.

"As its privatization program progresses, the academy will be converted to a new status capable of offering wideranging training programs, not only to cater to the needs of the Kingdom but also receive trainees from regional and international airline companies," said assistant executive director general of Public Relations Abdullah Al-Ajhar.

Capt. Talal Ageel, chief of the strategic unit of the academy, said the academy is playing the vital role of preparing and training flight navigators, cabin crew and officials of the airline's operations with advanced training techniques with the aim of Saudization of the airlines and achieving self-sufficiency in its staff. He added that the academy offered training to workers of other airline companies as well on the ground and also using simulators.

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Flight Simulators Commissioned – Hua Ou Aviation Training Center in Beijing, a joint venture of Airbus and China Aviation Supplies Holding Co. has commissioned its first A320 full flight simulator that is upgradeable to support flight training for the A320neo.

The new simulator, which will use the flight training of current A320 aircraft, can be easily upgraded to support the Airbus A320neo, said Raymond Lim, Hua Ou general manager.

The A320neo will enter service in 2015, and ICBC Financial Leasing Co Ltd signed an agreement with Airbus for 20 A320neos in August.

The simulator is also the fourth FFS for Airbus aircraft in the training center, including three for the A320 family and one for A330 and A340 family aircraft.

FFT X-MPL – ST Aerospace Academy (STAA) has completed the in-plant acceptance for their new Mechtronix A320 flight simulator. The device will be installed in STAA's Singapore training facility during the second quarter of 2013.

The A320 FFT X™-MPL was chosen for its versatility and high fidelity, allowing students to be gradually introduced to the complexity of a commercial aircraft such as the A320 during the intermediate phase of their MPL training programme. This transition is made possible with a configurable overhead panel which allows the instructor to build the students skills step-by-step until they are fully familiar with all the A320 cockpit components.

Upgrade – The FAA has commissioned Environmental Tectonics Corporation (ETC) to upgrade and modernize vital flight simulation equipment. ETC will upgrade the software and critical components of a device known as the Gyro IPT II. Built by ETC and managed by the FAA's main facility in Oklahoma City, this equipment plays a key role in the agency's aircrew and pilot training programs.

The overhaul will expand the FAA's ability to perform basic flight training maneuvers. The refurbished trainer

A320 Sim – Indra has delivered a second Airbus A320 full flight simulator (FSS) to Beijing Capital following its Level D certification from the Civil Aviation Administration of China (CAAC). The simulator has been installed at the pilot training centre of Hainan Airlines, in the city of Sanya, Island of Hainan.

Indra, in collaboration with Eurocopter, has also become the first company in the world to be certified by the CAAC for the implementation of a full flight simulator for helicopters.

The company implemented its EC-225 Level B simulator at Airbus' pilot training centre in Beijing.

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FFS Sales – CAE has sold four Level D full flight simulators, two each to customers in China and Russia. The sales include the first two FFSs, associated training devices and the CAE Augmented Engineering Environment (AEE) for the new C919 aircraft being developed by Commercial Aircraft Corporation of China, Ltd. (COMAC). The two C919 CAE 7000 Series simulators for COMAC will incorporate the new third-generation CAE Tropos™-6000 visual system and will be ready for use at Shanghai Aircraft Customer Services Co. (SACSC) Ltd. in 2015. CAE will also provide two Level 5 flight and maintenance training devices (FMTDs).

A Boeing 737NG and a Bombardier CRJ200 have been sold to Russian aviation equipment company NITA (New Information Technologies in Aviation).

The B737NG FFS will be deployed in 2013 to the Ulyanovsk Higher Civil Aviation School in Ulyanovsk, Russia and the CRJ200 FFS will be deployed to the Saint-Petersburg State University of Civil Aviation in Saint-Petersburg, Russia, also in 2013.

Shanghai Sim – CAE’s Gulfstream G450/G550 full flight simulator in Shanghai, China, has received Level D certification from the Civil Aviation Administration of China (CAAC), and training is due to begin early this year at the Shanghai Eastern Flight Training

Centre (SEFTC), in Shanghai Pudong Waigaoqiao Free Trade Zone.

The G450 / G550 pilot training programs will feature standard CAE courseware in Mandarin and English.

FAA Sim – The Federal Aviation Administration (FAA) has commissioned ETC to build a state of the art flight trainer for its Oklahoma City facility in a contract totalling $365,000.

The trainer, known as the General Aviation Trainer-II (GAT II) meets the FAA's flight training device (FTD) Level 3 standards and can be used for training and research purposes.

The GAT-II trains users in basic flight scenarios, instruments, navigation, GPS panel, mishap prevention, spatial disorientation, situational awareness, emergency procedures and partial panel skills.

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Pilot Training Long-Term Training – Qatar Airways has extended its flight crew training agreement with Bahrain based Gulf Aviation Academy (GAA) and has signed a long-term agreement for training to be delivered at GAA's facilities in Bahrain.

This includes A320 and A330 simulator training, utilising GAA instructors, quality systems and approvals, in addition to handling their scheduling, visa arrangements, accommodation, transport and meals during training.

The Academy is also in the final stages of acquiring the regulatory approvals to start providing cabin crew and ground training to Qatar Airways.

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World News & Analysis Training Textbooks – Jeppesen is now offering a complete suite of its pilot training textbooks as e-book selections for iPad. Jeppesen’s e-book titles available for download through the Apple iBookstore include Instrument/Commercial pilot training, Multi-Engine airplane training and Flight Instructor training.

Student pilots can now complete their entire ground study process, spanning Private Pilot through Flight Instructor training, solely using Jeppesen e-book titles.

With the training e-books, student pilots and users can access the same training information as printed materials, with enhanced capabilities such as on-screen search, highlighting, hyper-linking, bookmarking, note taking and font size adjustment features.

Additional functionality is planned with future versions, which will include embedded video, audio, animation and social media connection components depending on device capabilities.

Cadet Training – ST Aerospace Academy (STAA) has been awarded a contract to train pilots for Xiamen Airlines. Under the agreement, Xiamen Airlines' cadet pilots will undergo STAA's Commercial Pilot Licence with Instrument Rating programme, followed by its High Performance Aircraft Training (HPAT) course.

The first batch of 30 cadet pilots are expected to begin their 60-week long flight training at STAA's flying school in Ballarat, Australia in March 2013, upon completion of an eight-week intensive English language course at Xiamen Airline's facility in Xiamen, China. They are expected to graduate in April 2014.

STAA expects to increase the intake to at least 50 for subsequent batches.

Training & Recruitment – The launch flights of Africa’s newest airline, fastjet, has taken off with pilots from CTC Aviation Group Limited (CTC) at the controls. fastjet selected CTC to provide an extensive range of support services in preparation for the airline’s launch and the two companies signed a full service agreement where CTC will continue to supply Training Captains and recruit direct entry pilots and cabin crew for the operation.

As the airline expands, CTC will deliver operator conversion and type rating courses for new and existing pilots from fastjet subsidiary airlines. The agreement also covers a broad range of ground school courses including command skills development and instructor/examiner programmes, as well as the supply of simulator time for recurrent training at CTC’s Southampton (UK) training facilities.

MCC Training – AYLA (Ayla Aviation Academy) and JATS (Jordan Airline Training and Simulation) have signed a MultiCrew Cooperation (MCC) training agreement, where JATS will provide AYLA trainees with a combination of ground school and simulator training hours.

The training curriculum has been approved by CARC (Jordan Civil Aviation Regulatory Commission), and will be conducted by JATS instructors.

Canadian Cadets – Air Georgian and Air Canada have created a unique cadet pilot hiring program for high-achieving Canadian youth.

The program is designed to encourage young men and 38

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women to consider careers in commercial aviation by assisting them with pilot training and offering them a clearer path to rewarding employment opportunities.

Candidates must be high school graduates with a strong academic record and have demonstrated leadership ability at school and in their community.

Eligible candidates will be selected

by Air Georgian with the assistance of Air Canada. They will then receive two conditional offers of employment. The first offer, from Air Georgian, will be conditional upon successful completion of both a 50-week, student-funded, pilot training program at Flight Safety Academy in Vero Beach, Florida, culminating in obtaining a Commercial Pilot licence and a MultiEngine Instrument Rating from FlightSafety Academy and Air Georgian-funded training at FlightSafety International in Toronto. The second offer of employment, from Air Canada, is contingent upon successful training and employment as a pilot with Air Georgian for a minimum of four years as well as on meeting certain employment standards at Air Canada.

Selection – West Atlantic, the UK's largest independent cargo carrier, has announced it will be recruiting a new

Commercial Aircraft Sales November 26 2012 - January 31 2013

Aircraft type

Number Operator/Buyer

A320neo 25 A320neo 25 A320neo 25 A320neo 20 (5 new) A320neo 57 A321neo 18 A320neo 64 A320ceo 36 A350-900 10

B737 Max 12 B737 Max8 60 B737 Max9 10 B767F 4 B777-300ER 10 (4pr)

E190 30(15 opt.)

E170 5

E175 94 (47 opt.)

E175 2

Q400NextGen 3 CS100 30(18 opt) CS300 20 (10 opt) CRJ700NextGen 7 CRJ900NextGen 70 (30 opt)

SSJ100 10 opt

BOC Aviation BOC Aviation Citilink Avolon Pegasus Pegasus AirAsia AirAsia CIT Icelandair ACG ACG Fedex Express China Airlines Aldus Aviation Aldus Aviation Republic Airways Fuji Dream Qantas Americas (undisclosed) airBaltic China (undisclosed) Delta Air Lines Interjet

intake of cadet pilots for their pilot sponsorship programme based at Coventry Airport.

The sponsorship scheme is funded fully up front by West Atlantic Airlines.

Once type rated and employed as a West Atlantic First Officer, the pilot then pays back 50% of their training costs.

ATPL ground and flight training for the West Atlantic cadet pilots is provided by ProPilot and Aeros at Coventry Airport.

Standards Achieved – Dassault Falcon has awarded its two training partners, CAE and FlightSafety International, certificates demonstrating full compliance with requirements of the new Falcon Training Policy Manual (FTPM). The certificates cover training of pilots, maintenance personnel and cabin crew.

The FTPM is intended to ensure that Falcon customers around the world are trained to the same high quality standard and equally benefit from the most up-to-date technical information on each aircraft they operate. To obtain qualification, FlightSafety International

Qualification – FlightSafety International’s first Pilatus PC-12NG aircraft simulator has been qualified to Level D by the US FAA and Transport Canada. The company is also going to build a Level D qualified simulator for the Pilatus PC-12-47 (Series 10) aircraft. Training has begun at FlightSafety's Dallas Learning Center for the PC-12NG. Both Pilatus simulators will feature FlightSafety's electric motion and control loading system and be equipped with the advanced VITAL X visual system that provides 200 x 40 degree field-of-view.

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Save the date of the largest apatsairline 2013 training event in Europe B A N G K O K

For sponsorship and exhibiting opportunities please contact your local representative: Asia Pacific: David Lim t.+65 9680 5251 e. davidlim@halldale.com Americas: Zenia Bharucha t.+1 407 322 5605 e. zenia@halldale.com Rest of the World: Jeremy Humphreys t.+44 1252 532009 e. jeremy@halldale.com

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World News & Analysis and CAE each underwent a stringent evaluation intended to identify variance from FTPM policy standards and update instructor skills, courseware and training tools and device where needed to meet these standards. The training providers developed a process which involved intensive tracking of changes to aircraft design and flight documentation and drew heavily on customer feedback and internal quality audits.

Cabin Crew Door Trainer – RP Aero Systems has been awarded a contract by British Airways to manufacture and install a Boeing 787 door trainer at their Training Centre in Cranebank, near Heathrow, UK. The trainer will consist of a 1L main door with crew attendant seat, EDW dimming system and will be a true representation of the new B787 Dreamliner aircraft. The 1L door will include RP's advanced electronic door hinge and handle control system and out of the window visual system.

The trainer will be provided in time for British Airways to train cabin crew in preparation for the arrival of their new Dreamliner aircraft in May 2013.

SIA Cabin Crew – Singapore Airlines (SIA) has signed Memorandum of Understandings (MoUs) with three Singapore-based polytechnics, offering training and employment for new flight attendants.

The MoUs, signed with Nanyang Polytechnic, Republic Polytechnic and Tamasek Polytechnic, will see selected students offered training with SIA and possibly employment contracts to become full-time cabin crew. The airline will also work with the polytechnics to develop curriculum, in relation to service, operations, and safety and security, as well as education programmes for cabin crew.

Maintenance New Facility – Monarch Aircraft Engineering (MAEL) has opened a brand new state-of-the-art training facility, Monarch Aircraft Engineering Training Academy (MAETA). Based at London 40

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Integrated Training – CTC Aviation Training (NZ) Limited has gained approval from the Hong Kong Civil Aviation Department (HK CAD) to conduct integrated training for the issue of Hong Kong CAD Commercial Pilot Licences.

CTC is the only airline pilot training organisation in New Zealand, and only the second outside of Hong Kong, to be granted such an approval. It includes the ability to deliver Hong Kong Airline Transport Pilot licence (ATPL) exams.

CTC and Dragonair cooperated together and worked closely with HK CAD to gain the approval to deliver training for the Dragonair Cadet Pilot Programme. This fully integrated training programme will see cadets selected, trained and placed as airline pilots directly with Dragonair.

Luton Airport, the training academy has undergone a complete refurbishment providing several new theatre style classrooms and facilities for Composite and Fibre optic training, a technology that is now being employed on next generation aircraft.

Mick Adams, managing director said: "This well-equipped learning centre will also house the apprenticeship training scheme. MAETA has been involved with apprentice training for over 40 years and continues to uphold its reputation for producing high calibre engineers for the industry. In fact in 2012 the academy enrolled its 700th apprentice to be trained."

ATC Training Training Award – South Africa's Air Traffic and Navigation Services (ATNS) has won the International Air Transport Association (IATA) Worldwide Top Regional Training Partner award for the second consecutive year. The award celebrated the academy's achievements in human capital development within the air transport industry in 2012.

The group, which has trained more than 9000 international and local students since April 2000, had to provide no less than 30 IATA-accredited courses and train more than 500 students a year to qualify.

ATNS, in partnership with Airways New Zealand, last year unveiled its latest three-dimensional air traffic control simulator, which was able to recreate any airport terrain globally and simulate virtually any flight condition or operational difficulty to prepare candidates for the real thing.

CBT/Software Low Visibility Operations – Didavia Aviation Academy

based in Athens, Greece, has expanded its library of Avsoft’s CBT/WBT courseware with the purchase of the new general subject matter course, Low Visibility Operations.

Courseware – Hellenic Air Training Services has purchased Avsoft’s B737 Classic (B737-300/400/500) Aircraft Systems Courseware. The Aircraft Systems Courseware, in conjunction the new ICE Suite package, lets users set course qualification and recurrent due date; tag course pages to create recurrent ground school modules; modify a course’s content – including graphics and narration; and mount their own, self-generated, modules.

Maintenance Courseware – Iceland Air has purchased Avsoft’s B737NG Aircraft Systems Course for maintenance personnel, taking advantage of its flexible Block Hour Licensing (BHL) program that allows airlines and training organizations to instruct hundreds of pilots for one hourly rate. BHL comes with free customization and access to Avsoft’s library of aircraft system courses, general subject matter courses, and exterior preflight walk around modules.

Interface – MINT Software Systems and ASTech have agreed to collaborate on the development of an interface between MINT’s TMS and ASTech’s GEMS. MINT TMS is a Compliance & Training Management System for record keeping, as well as scheduling pilot, cabin crew, technical and air navigation service training activities. GEMS (General Examination Management System) is an advanced examination management system that automates the generation and correction of pilot and maintenance exams.

The interface between the two systems will allow seamless data exchange of products (courses), projects (classes) schedules and trainee data. The course, class and trainee data, stored in MINT TMS, is automatically transferred to GEMS and the examination results are automatically transferred from GEMS to the TMS. As a result, the interface offers huge time-saving as there is only one single source of data on training activities that is immediately accessible.

The interface is expected to be launched in the second quarter of 2013.

Online Training – The National Air Transportation Association (NATA) has announced the addition of Aircraft Flight Coordinator Training (AFCT) to its comprehensive online training programs.

The AFCT is a certificate program that provides core flight coordinator knowledge with an emphasis on safety and technical expertise to assist crews with in-depth flight planning.

The Aircraft Fight Coordinator Training program cover six detailed modules

including operating in the national airspace, regulations and requirements, weather reports and charts, airports, runways and performance and flight coordinator resource management.

Company News Airline Management System – WestJet Encore, the new regional subsidiary of WestJet, will work with New Zealand's merlot.aero to launch the first true cloud-based airline operations management system in 2013.

The merlot.aero system is the first

Consumer Space Travel Enablers – As CAT monitors advancements in civil aviation training it is following the sector into its new frontier – commercial space travel.

It was with some interest that we learned during the 2012 I/ITSEC that Virgin Galactic, the world’s first commercial spaceline, ordered Quantum3D’s six-channel Independence® IDX 7000 image generator. Virgin Galactic will use Quantum3D’s most advanced real-time image generator to train pilots on spaceship equipment and command.

The IDX 7000 offers Virgin Galactic a versatile and powerful simulation and training platform that can be set up in a dedicated room or easily transported, to meet a range of onsite, on-location and mobile training needs. The image generator is combined with the company’s Mantis® shader-based real-time scene management software with geo-specific, worldwide synthetic environments. Accordingly, Virgin Galactic will be able to train its pilots in a variety of simulations, from instrument/cockpit familiarization to a full range of special effects, sensors, weather, and lighting, along with mission-critical functions such as height-above-terrain and line-of-sight intersection testing.

Pratish Shah, Quantum3D’s marketing director, told CAT the IG, to be delivered to Virgin Galactic this quarter, enabled the creation of a very high fidelity database. Some of the imagery included imagery of the company’s spaceship models, buildings, hangars and spaceport.

Quantum3D’s IGs and Mantis software support simulation and training applications for the company’s military and original equipment manufacturer customers.

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World News & Analysis fully cloud-based airline operations management system designed specifically for the airline industry. It combines the power of the latest software development technologies with a new approach in the way software is delivered and consumed to provide efficiencies in scalability and processing speed.

WestJet Encore will use the system to optimize crew utilisation, as well as control and report on core operational information.

ICAO Regional Symposia – In 2013, ICAO will organize regional symposia which will be generously hosted by civil aviation authorities and TRAINAIR PLUS members.

The regional symposia will build on the success of the Next Generation of Aviation Professionals (NGAP) and TRAINAIR PLUS Regional Conferences, held in 2011, and the first TRAINAIR PLUS Global Symposium held in Singapore in 2012. The objectives of the symposia are to provide an international forum to exchange best practices and experiences in aviation training and notify participants of the latest trends, techniques and tools currently available

in aviation training worldwide, including those of ICAO. The events will be free of charge and information related to the symposia, including on-line registration, programme, venue location and all other relevant details is available at www. icao.int/TrainairPlus Halldale Group – The Halldale Group has announced the appointment of David Lim as a Director for the Asia Pacific region, based in Singapore. David will take on responsibility for regional sales of simulation and training media and events for healthcare, defence and aerospace. He has 16 years’ experience in sales, marketing and project management in defence and aerospace products and services for Reed Exhibitions and Singapore Technologies Engineering.

FlightSafety International – David Rushton has been appointed as Commercial Marketing Manager, Visual Simulation Systems. His main responsibilities are to identify and pursue new business opportunities for FlightSafety's visual simulation systems among commercial airlines.

Jim Christiansen has joined as vice president, International Business Devel-

Calendar Airline simulation & training events organised by Halldale Group and CAT Magazine

16 - 18 April 2013 WATS 2013 – World Aviation Training Conference & Tradeshow www.halldale.com/wats Rosen Shingle Creek Resort, Orlando, Florida, USA 17 - 18 September 2013 APATS 2013 – Asia Pacific Airline Training Symposium Centara Grand Convention Centre, Bangkok, Thailand 29 - 30 October 2013 EATS 2013 – European Airline Training Symposium Estrel Hotel, Berlin, Germany

www.halldale.com/apats

www.halldale.com/eats

19 - 20 March 2013 Preparing the Aircraft Commander for the 21st Century RAeS, London, UK

www.aerosociety.com/events

7 - 10 April 2013 SCS SpringSim 2013 conference San Diego, CA, USA

www.scs.org/springsim/2013

30 April - 2 May 2013 MODSIM World 2013 Hampton, Virgina, USA

www.ndia.org/meetings/31M0/Pages/default.aspx

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Index of Ads APATS 2013 www.halldale.com/apats Aerosim www.aerosim.com

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AXIS Flight Training Systems GmbH www.axis-simulations.aero

9 CAE www.cae.com 21 & 22 CAE Oxford Aviation Academy www.caeoxfordaviationacademy.com OBC CAT Magazine www.halldale.com/cat 28 EATS 2013 www.halldale.com/eats 39 EPST www.epst.com 7 FlightSafety International www.flightsafety.com IBC Intl. Association of Flight Training Professionals www.iaftp.org 8 JETPUBS www.jetpubs.com 37 Multi Pilot Simulations B.V. www.flymps.com 17 Pan Am International Flight Academy www.panamacademy.com IFC Pratt & Whitney www.pw.utc.com 25 RAeS Conference www.aerosociety.com/events

Other simulation & training events

6 - 9 May 2013 RAA 38th Annual Convention Montreal, Canada

opment. He will lead the company’s efforts to increase customer support outside the United States.

CAE – Robert (Rob) Lewis has been named vice president and general manager of CAE’s global Business Aviation, Helicopter and Maintenance Training business unit.

SimCom – Eric Hinson has been appointed as president of SimCom Training Centers. Hinson, who will report directly to Wally David, the company's chief executive officer, will oversee the activities of SimCom's four training center locations and its 56 simulators. cat

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Advertising contacts Director of Sales & Marketing: Jeremy Humphreys [t] +44 (0)1252 532009 [e] jeremy@halldale.com Sales Executive, North America: Zenia Bharucha [t] +1 407 322 5605 [e] zenia@halldale.com

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