CAT Magazine - Issue 5/2010

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www.halldale.com The Journal for civil aviation training

Pilot Training

MPL – The Air Berlin Experience Airline Training Profile

Flybe – A New Way To Go? Pilot Training

US Primary Flight Schools Feel Impact Of Economy TRAINING Technology

The Great Black Hole Of Aviation Training

ISSN 0960-9024 | US $17/£8.50

Issue 5/2010

Editorial

Editorial Comment

Editor-in-Chief: Chris Lehman [e] chris@halldale.com Managing Editor: Alan Emmings [e] alan@halldale.com Contributors Chuck Weirauch - Editor US Affairs Chris Long - European Affairs Lori Ponoroff - US News Editor [e] lori@halldale.com Fiona Greenyer - RoW News Editor [e] fiona@halldale.com

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CAT Magazine (ISSN 0960-9024, USPS # 022067), printed October 2010, is published 6 times per annum by Halldale Media Ltd, Pembroke House, 8 St. Christopher’s Place, Farnborough, Hampshire, GU14 ONH, UK at a U.S. subscription rate of $168 per year.

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Chris Lehman Editor in Chief, CAT Magazine chris@halldale.com

“Error-prone” Simulators?

An article in a major US newspaper recently charged that “flight simulator data errors” related to teaching pilots how to deal with an “out-of-control plane” were linked to half of the fatalities in U.S. airline accidents in the last 10 years.

Those of us who measure our involvement in this industry in multiple decades certainly would acknowledge that mass media coverage rarely does us anything other than a disservice.

These kind of misleading headlines serve up yet another round of injustice to an industry clawing its way back from economic recession, and they remind us that in an era when significant new training policies are being crafted by regulators - much of it driven by public perceptions the need for informed and educated discussion is critical.

The industry has recognised that upsets, leading to loss of control (LOC) events, are the leading cause of hull losses and fatalities in air transport operations over the last decade, causing 25% of all accidents and almost 40% of fatalities. We know that the reasons for this statistic are many and varied, but suffice to say that they include changing pilot demographics, fewer military-sourced candidates, ever higher degrees of flight deck automation, fewer opportunities for manual aircraft handling especially in long haul operations, and the need for economy in operations. We also know that industry is responding and continues to respond to this challenge.

A dozen years ago an FAA-industry working group developed the Airplane Upset Recovery Training Aid (URTA) as guidance for upset recovery training and recommended such training for US carriers. Some operators have implemented this training, which includes a program of academics and appropriate use of FFS. But it is well known that an FFS – even Level D – does not routinely model the edge of the flight envelope, cannot produce continuous G forces, and in fact is bolted to the floor. Nevertheless, the use of an FFS within a well-designed URT program – including academics – to teach pilots how to avoid, recognize, and recover from an in-flight upset is appropriate and has proven merit. Many suggest that the real issue is not the risk of negative training as a result of a lack of edge of the envelope simulation in flight simulators, but rather that comprehensive Upset Recovery Training has not been mandated by the regulator and adopted by all carriers.

We have also seen that little emphasis has been placed on aerodynamic instruction in either initial or recurrent training. Operators have often incorrectly assumed that their line pilots have received this training in their past and that they retain sufficient knowledge. It would also be beneficial if jet transport aircraft routinely incorporated flight instrumentation that would assist in recognising and recovering from upsets. An Angle of Attack (AOA) indicator would help significantly in this regard, as would a load meter to help maintain a recovery within the structural limits of the aircraft.

Since the recent unfortunate incidents, there have been other initiatives addressing this issue, including the FAA Stall/Stick Pusher Working Group, CAST, and the RAeS International Committee for Aviation Training in Extended Envelopes (ICATEE). We have also seen recent legislation passed in the US as a result of the Buffalo crash (HR 5900), emphasize upset recovery training. In short, a large number of very capable people are doing a tremendous amount of work on this subject.

One result may be that optimum URT training for commercial pilots will involve an integrated program of FFS, academics and aerobatic aircraft flight instruction in both initial and recurrent training. But while all this work is proceeding, we should be concerned that we do not yet have a “big tent association” or unified voice to succinctly respond to headlines that unfairly smear thousands of professionals in the simulator engineering and training sector. A sector that is responsible for bringing unequalled safety and efficiency to the global aviation industry, and continually pushes the boundaries of technology in the quest for ever more realism, transfer-oftraining and public safety.

Safe Travels, Chris Lehman • CAT Editor in Chief CAT MAGAZINE • ISSUE 5/2010

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PiloT TrAining

MPL – The Air Berlin Experience Airline TrAining Profile

Flybe – A New Way To Go? PiloT TrAining

US Primary Flight Schools Feel Impact Of Economy TrAining Technology

The Great Black Hole Of Aviation Training

ISSN 0960-9024 | uS $17/£8.50

issue 5/2010

cover credit Air Berlin

front cover

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contents CAT 5/2010

www.halldale.com The Journal for civil aviaTion Training

03 Editorial Comment "Error-prone" Simulators? Editor in Chief Chris Lehman notes the need for a unified industry voice to counter inaccurate media headlines.

Airline Training Profile

6

Flybe – A New Way To Go? A look at the training and simulation expertise of the largest regional airline in Europe.

10 regulatory Update EASA FCL – Where Are We Now? An update on the continuing evolution of the European Aviation Safety Agency as it continues to chart the post-JAA course.

12 Training Technology The Great Black Hole Of Aviation Training. A large and diverse industry offers training using fixed-base simulators. Dr. C. Hall “Skip” Jones explores how to select an FTD training provider.

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Training Technology

18 Pilot Training US Primary Flight Schools Feel Impact Of Economy. Chuck Weirauch looks at the status of the US primary training industry.

23 Company Profile Opinicus Sees Growth In Challenging Times. Chuck Weirauch visits Floridabased Opinicus Corporation.

24 Pilot Training MPL – The Air Berlin Experience. The Air Berlin group of companies is the second largest airline group in Germany and employs in excess of 1,350 pilots.

28 Best Practices

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Pilot Training

Who Is This Person? Identity and Professional Experience Validation. The International Association of Flight Training Professionals has been formed to improve pilot training methodology.

31 Training Technology LMS 101. Brad Cooper offers guidance on the terminology surrounding LMS or Learning Management Systems.

32 Conference Report APATS 2010 – Make Way For The ‘Y’ Generation. APATS took place in Kuala Lumpur for the first time, and the 2010 event was bigger than ever.

34 Training Technology The Link Prize 2010: Engineering A Winner. The Link Award, named after the founder of the aircraft simulation industry was presented to a deserving recipient at this year’s FSEMC.

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Pilot Training

feature Articles

06 Airline Training Profile

35 NEWS Analysis and Seen & Heard. Updates from the global training and simulation community, compiled and edited by the CAT editorial team.

CAT MAGAZINE • ISSUE 5/2010

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Image credit: Flybe.

AIRLINE TRAINING Profile

Flybe – A New Way To Go? UK-based Flybe is the largest regional airline in Europe and continues aggressive expansion.

Chris Long takes a look at the training and simulation expertise of a carrier with both an impressive crew training approach, and a unique business model.

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lthough the origins of Flybe, the Exeter (UK)– based regional airline, can be traced back to 1979, it was not until 2002 that it evolved into its present form. The acquisition of BA Connect in 2007 virtually doubled the size of the airline, and it continues to go from strength to strength. Led by Jim French, its visionary Chairman and CEO, Flybe has constantly embraced innovation and has established itself not only as a significant player in the industry, but also with a broader role in society. This latter characteristic becomes evident as the plans for future training are explained. Some indication of the recognition of its unique approach and success can be seen with such accolades as the Air Transport World Regional Airline of the Year 2009 award in Washington DC and Flybe was the only UK carrier to feature in the prestigious US-published Forbes magazine Top 10 on-time arrival list of Global Major Carriers 2009. The signing of an order of 06

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35 Embraer 175 and E-Family aircraft, with options up to a total of 140 aircraft, at this year’s Farnborough Airshow also indicates the direction in which this carrier is moving.

Illustrative of the approach and energy with which this company operates is the fact that at the time of the integration of Flybe and BA Connect, each of which had its own culture and route structure, just 18 days elapsed between the official signing and full integration. The goal was to create a completely new and unique culture from the start, rather than try to shoehorn one system into another. Without doubt the then relatively modest size of the two airlines helped that process, but it was nonetheless recognised as an impressive performance, and Flybe’s management team received the 2008 Regional Leadership Award at the Global Airline Strategy Awards The present scale of operation is also increasing, and the number of routes

will build beyond the 200 or so presently serviced out of the 38 UK and 32 European bases extending to 13 countries.

Code sharing arrangements such as that with Air France are further widening its international reach.

Fleet Rationalisation A common feature of airlines which grow through acquisition is that the aircraft fleet becomes too diverse. However Flybe’s clear strategy on reducing the number of aircraft types has resulted in consolidation with just 2 aircraft fleets.

Some 700 pilots operate both the Bombardier Dash 8 Q400 (54 growing to 58 in 2010) and the Embraer 195 of which 14 are in service, and because the new aircraft (due to arrive from 2011 onwards) are of the same family, the pilots on that fleet will be able to operate all the Embraer types. Flybe employs a staff that also includes 850 cabin crew, and in excess of 7000 engineers, with 1000 of the total of 3000 employees based at Exeter.

Image credit: Flybe.

Pilot Training With a mindset which is always prepared to consider new ideas, Flybe was the first UK airline to encourage ab initio pilot training following the MPL pattern.

Two training providers were selected - Flight Training Europe (FTE) in Spain and Oxford Aviation Academy (OAA) in the UK. Although this is not planned to become the exclusive training process, the results seen from the first groups are encouraging as they enter Phase 4 (type rating) of the course. The earliest that a real assessment can be made is, of course, once the Line Flying Under Supervision (LiFUS) is completed, but Brian Watt, Head of Crew Training, is enthusiastic about the progress to date.

The initial group of students started in June 2009 at FTE, and this was also the first UK CAA-approved MPL course.

In the view of Derek Earp, the Head of Training at FTE, the graduates are far better prepared at the end of the Phase 3 in areas such as TEM, CRM, and handling skills on complex high performance aircraft than their peers who follow the standard MCC and JOC syllabus. He also believes that the use of a new generation of Flight Training Device, in this case in the form of a Mechtronix Boeing 737-800 Level 2 FTD/FNPT 2 MCC, which is the first to feature three axis Seat Motion Cueing, has significantly improved the quality of training.

The training for new arrivals is presently carried out at the FlightSafety International facility at Farnborough UK, where the Q400 type rating and recurrent training is carried out, and the Embraer crews go to OAA’s training centre at London Gatwick.

Most of the newly-recruited pilots are low time graduates of an ab initio training system, and the preference for Flybe is to identify and train new captains internally.

This confirms the aim of Flybe to offer a full career progression to its team, but also can help to retain pilots who might otherwise move on to larger aircraft. Consequently Watt sees this approach to ab initio simply as one of the steps in producing pilots fit for early command, and to that end any new pilot follows a continuous process of coaching to prepare for a later command course. The pilot is encouraged to self study following guidelines in an in-house publication on command skills; this is complemented by access to a library and online sources. In

addition a senior captain is assigned as a mentor to the newly-arrived first officer, who is then progressively guided through most of the additional theory and soft skills needed by a captain. This mentor is clearly established as a non-jeopardy source of information for the aspiring captain so that a trusted two-way dialogue is established. Selection to command is based on a minimum hours requirement but also, crucially, a transparent assessment of merit as shown through appraisals in the training records and interviews.

Typically the Command Development Programme, as Flybe calls it, is scheduled after about 18 months to two years from joining the company, by which time the candidate should have accumulated a minimum of 1500 hours and which should be completed by 2500 hours.

The New Way to Go In line with the continuing evolution at Flybe, there will be a major change to its training regime at the end of 2010. Historically both maintenance training and cabin crew training has been provided at the home base of Exeter in the South West of the UK. This supplied competent teams not only to support all the disciplines needed for airline operation, but also to provide skills for the co-located MRO which Flybe operates. In addition a strong market for third party training here has long been established.

In December this year the building housing the Flybe Training Academy will be opened; at first sight there is not much novel in that, but it will be here that the broader vision comes into play.

As Simon Witts, Director Training Academy, explains, a whole new approach is being put into practice. Some four years ago it was decided to take ownership

Above Flybe was the first UK airline to encourage ab initio pilot training following the MPL pattern.

Image credit: Chris Duncalf/Flybe.

not only of all the training for the airline, but to create a completely new model.

It was apparent that for a new generation of school leavers there was little understanding of the career opportunities available in the airline industry, and that as a consequence recruiting of new employees was difficult. The industry as a whole was/is very poor in promoting itself as a viable option for employment, and in any case young adults coming out of the schools/colleges/universities do not always have the skills necessary to get jobs. Witts and his team looked beyond the traditional training process, and instead used as a point of departure an analysis of all the flying customer needs. Through a challenging development process it was decided to follow the pathway that a flying passenger would have to take from selecting and booking a flight, to getting to the airport, completing all the airport formalities, taking the flight and then successfully leaving the destination airport. During that process there is a huge range of services which are required – from IT skills to facilitate booking, through to provision of the traditional airline service and operating competencies. An in-depth analysis of exactly what skills would be necessary at each stage to ensure a smooth flow through the journey for a passenger revealed what skills and knowledge the service deliverer requires, and therefore what training is appropriate. These comprise some vocational skills; in other CAT MAGAZINE • ISSUE 5/2010

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AIRLINE TRAINING Profile

areas a more academic approach would be needed. It was quickly recognised by the Flybe team that to cover the entire range of skill sets they needed to identify and engage educational partners in the wider community.

Partners One of the key factors which has become apparent was that, apart from the specialised services such as those covered by civil aviation regulation (for pilots and maintenance teams in particular) there was in practice no application of formal or nationally recognised qualifications which could be acquired and which would add value to a CV and thus lead into a long term career. However further investigation revealed that, in the UK, there was provision for a National Vocational Qualification (NVQ) in these supporting disciplines, but these had hitherto not been activated. In the broader workplace there have been UK government initiatives, called Sector Skills Councils, which encouraged, supported and partially financed training in these disciplines. Therefore the framework for formal training and career development already existed – the trick was to find a way of activating this process. The aim was to ensure appropriate vocational training for all Flybe staff, with a coherent career plan for those who wanted it.

In parallel, a route to matched academic study should also be made available, such that the vocational qualifications would compliment, but not compete with, the academic qualifications. This structure would allow an individual to build career enhancing qualifications and work-related experience which could be transferable to other disciplines but which, ideally, would encourage continued engagement in the aviation industry.

Naturally Flybe did not have all the requisite training skills in-house, but nor did it need to if suitable partners could be identified. This was done, and among those organisations presently involved are Exeter College, the University of Exeter, City and Guilds and GoSkills (the Sector Skills Council for Passenger Transport). In addition an active programme of working with local schools and colleges is now in place.

One example of the practical application of these partnerships is that the planned accommodation for the trainees will be in the form of a hotel. Not only will 08

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Above A whole new approach – developing the training concept.

Left The new building housing the Flybe Training Academy will be opened in December.

All images: Flybe.

this serve as the support for the Flybe Training Academy, but it will provide the normal range of features of an airport hotel. The novel part is that, whilst it is not a traditional area of interest for an airline, this independent hotel will also provide the practical training for those who want to start in the hospitality service industry.

This training pattern has already started, and Witts is delighted to point out that by the end of 2010 all cabin crew will have NVQs, thus making Flybe the first airline in the world to train to a national qualification. In September 2008 the first 33 student engineers enrolled in a new 4 year engineering apprenticeship based on this pattern, and this year will see the 100th person enrolled in this programme. In addition 26 staff have started a Call Centre ENVQ, and in 2011 pilot training will be relocated to the new building as the FFSs are installed. The MPL programme will offer a Full Degree option, and if on the way to that a new national aviation qualification could be awarded, then perhaps there is a route to academic grant support for all or part of

that professional qualification. So far as academic studies are concerned, initially three Foundation Degrees will be available through three different universities, and these will feature a unique delivery method which couples work-based assessment with learning.

A Bold Future As this programme rolls out it will be very interesting to see if this approach to match the interest of new arrivals to the industry to the actual range of skills and knowledge needed in the day-to-day operations properly answers the needs of both parties. The principle of transferring specific and relevant skills early on, and recognising them with formal and transferable qualifications, must be attractive.

At a national level it is an innovative and bold move to try and shape the education process to better match individual expectation and industry needs – thus securing jobs and a viable future. It is striking that this holistic approach to matching education in its broadest sense to an entire sequence of activity has now struck a chord elsewhere. This template of planning activity is now being used to design the entire customer experience as planned for the 2012 Olympics in the UK – maybe Flybe has got it just right. cat

Regulatory Update

Left The end of the consultative process for the introduction of EASA FCL has now been reached Image credit: EASA.

EASA FCL – Where Are We Now? Peter Moxham provides an update on EASA and its Flight Crew Licensing proposals.

F

irstly EASA had an NPA – which drew over 11,000 comments. Then a Comment Response Document and finally an Opinion submitted to the European Commission. The end of the consultative process for the introduction of EASA FCL has now been reached, and eventful is probably an understatement.

The original proposals put out for NPA were not thought of as perfect and the number of comments was certainly not surprising. EASA was not only incorporating JAR-FCL 1, 2 and 3 into the new document but was taking on new areas such as hot air balloons, gliders and powered-lift devices - a very ambitious programme. However of far more interest was the likely outcome of the responses to the NPA. One of the new features of the EASA FCL was the introduction of a completely 10

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new sub-ICAO licence designed to increase the number of people learning to fly by the use of a lower cost alternative to the PPL - this was probably responsible for about half of the comments. However, the proposals for this new licence (the LAPL) were not 100% enthusiastic, and this sentiment also reflected the general opinion of the EASA proposals for the Professional Licences.

Comments Looking just at the comments on the professional qualifications it was immediately apparent that to try and deal with these in the manner expected was going to be very difficult. The original proposals were that the FCL001 Group would look at the comments, give them due consideration, and write a suitable response or amend the document as appropriate. The Group reassembled in

Cologne for a week to assess their attitudes, and was split into various subgroups representing various aspects.

I can only really comment on the subgroup looking at the Professional training issues.

This is where things started to come off of the rails. It was immediately apparent that EASA had not done its homework and we were presented with responses in no particular order and not grouped together by section of the proposed FCL document. The Chairman of the FCL001 Group summarised the situation by stating that he had wasted a week in Cologne and achieved very little. The group managed to deal with only about 140 answers in a full five day week.

As a result of this week EASA decided to take the whole process in house and only consult with the FCL001 Group if it felt unable to deal with the questions themselves. This left them a huge task with little or no help and, in spite of moving staff from other departments of the Agency, the result was always going to prove unacceptable in a lot of areas.

When the European Commission first set out the guidelines for EASA to incorporate FCL and Flight Operations, they set down a timetable which was accepted by EASA without question.

This timetable now became a major problem, yet nobody thought it important enough to go back to Brussels and try to make the timescales more acceptable. Therefore, the formal Opinion from EASA had to be submitted to the European Commission by the end of August 2010 in order to start the Commitology process and allow it to be accepted into European Law in time for an April 2012 start.

EASA achieved this target date but at a cost. This cost was not financial but in the quality of the document and the Agency’s failure to give due consideration to all the comments, and therefore get it right.

In recent meetings the Agency has been forced to admit that it had not

given proper weight to the responses to the NPA and had not even considered some of the questions raised. Indeed, due to the large number of comments, the Agency seeks to change the consultation process to avoid a repetition in the future.

This can never be the answer.

There will be much consternation in the airline industry when the Flight Operations document goes to the Commission as an opinion. The timescale pressures are, if anything, even tighter than FCL.

Moving Forward So where do we go from here? It is very difficult to see a route which solves all the problems.

First of all there will be grandfather rights, although these have yet to be agreed.

Secondly there will be a time allowed for Authorities and Organisations to bring everything into force - again this time has not been specified.

Thirdly there is article 14 which allows National Authorities to allow deviations for a period of two months.

Any such deviation must be immediately submitted to EASA and cannot be extended without their express approval, and only then until EASA changes the rules to incorporate the deviation. The problems here are legion.

EASA does not have staff competent to assess any such deviation, it will be inundated with such deviations from all around Europe and there is no prospect of them being able to make good judgements within a period less than the two months already mentioned. This situation is far from a solution for industry’s problems, yet alone the problems for the National Authorities involved.

Of course the real problem is that the new regulations have been rushed through with little understanding of their effect on the industry or safety.

There has been no meaningful Regulatory Impact Assessment, which might have saved some of the problems and the consultation has been so truncated that it really has also become meaningless - and all this to meet a deadline set by the Commission. Surely it would be far better to get things right before rushing into law?

Resolved All should not be doom and gloom

however. It can, and most certainly should be resolved. It does mean saying to the Commission that the current opinion submitted by EASA is basically flawed – 90% of it is probably reasonable but 10% wrong or more accurately inappropriate.

Even major airlines who have their own training departments find the new regulations flawed and unacceptable. Nobody but nobody wants aviation unsafe - that would kill the whole aviation sector, and training organisations and airlines are well aware of that. However there are considerations which must be heard.

How strange it is to hear regulatory officials make statements that if there is no simulator available then use the aircraft - that certainly will not improve safety. Equally another proposal is that more simulators should be moved to Europe.

I do not believe EASA is a bad thing - it can never be right to have 27 different regulators each with their own and differing regulations. JAA did a good job but that in turn was marred by the fact that National Authorities chose which parts they would take on and which parts they would avoid, leading to the same chaotic regulatory system in Europe as before JAA existed, but what JAA did have was experienced Licensing experts as the makers of their proposals. Of course it was not law and therefore not binding and this did not suit politicians, but it worked and the mere fact that forty professionals sat and argued the case made their proposals far more realistic. I wish that EASA would follow the same route.

Inside every Aerosim Training Device you will find a powerful high fidelity real-time simulation core. Our experienced team of highly skilled engineers and subject matter experts have developed an extensive array of simulated components including advanced avionics from flight management systems to today’s modern glass flight decks integrated for aircrew and maintenance applications. Using OEM data we develop forward thinking state-of– the-art full-featured tools to enhance and maximize each and every training experience.

Flexible EASA will have to provide some flexibility into the system, rigid laws will take time to change and make practical – aviation is an ever shifting industry, new technology and new processes are always being incorporated and the safety record actually does speak for itself. We are fortunate in Europe that there are very few fatal accidents.

The new regulations have to be made to work. We have to comply with them and we also have to survive any commercial strains that they make, but all industry has a right to insist that EASA gets things right before laws are enacted. cat

351 Cliff Road E. Burnsville, MN 55337 USA Fax: +1 (952) 894-4977 eMail: info@aerosim.com +1.952.894.4694 www.aerosim.com CAT MAGAZINE • ISSUE 5/2010

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Training Technology

The Great Black Hole Of Aviation Training Fixed-base FTD training is a large and diverse industry in the US. Dr. C. Hall “Skip” Jones explores how to select the most appropriate FTD training provider for your needs.

H

.G. Wells once said that “Human history becomes more and more a race between education and catastrophe.”

Nowhere is this truer than in aviation.

The economics of the flight training business have changed significantly.

While there are still individual flight instructors and small flight schools, the license and rating flight training business is now primarily a game for large commercial flight schools and university aviation programs.

On the opposite end of the business are the commercial and airline training programs employing full-motion simulators for airplanes requiring type ratings.

Internal airline training programs and contract airline, corporate, and general aviation training companies operating full-motion simulators come under very close scrutiny from the FAA. 12

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Between the license and rating flight schools and the full-motion simulator training programs, there is a large and diverse training industry that offers training using fixed-base flight training devices (FTDs). These firms provide training for a wide variety of aircraft from single engine piston and turbo-prop powered airplanes to twin engine piston and turbo-prop powered airplanes weighing up to 12,500 pounds. The FAA does not require pilots of these aircraft types to undergo either initial or recurrent training. As a result, the schools offering this training do not require any kind of FAA approval.

This is “The Great Black Hole of Aviation Training.”

FTD Training If there is no FAR that requires it, why do people pursue training in this area? The

Above The FAA’s Frasca-built Citation Mustang device is qualified as an FAA Level 5 FTD. Image credit: Frasca International.

ultimate reason is safety but the operational reason is insurance. The insurance companies usually require both initial and recurrent pilot training to qualify for insurance coverage in these airplane types.

There is a wide variety of training providers operating in this area. Because fixed-base flight training devices are much less expensive to build and operate than full-motion simulators, the financial and technical barriers to entry into this area of training are much lower.

This area of training can generally be divided into three groups. The first group includes individuals and small firms with a single or possibly a small number of

FTDs. These firms usually employ individual instructors who operate independently in an instructional sense. The quality of instruction is totally dependent on the quality of the individual instructor who teaches your course and the quality of the FTD. The second group includes larger firms with more FTDs and larger facilities often offering training in more aircraft types. While these firms may appear to be more of an integrated training company, they are often also a large co-located group of individual instructors who operate independently in an instructional sense. Although the company is larger, the quality of instruction is still totally dependent on the quality of the individual instructor who teaches your course and the quality of the FTD. The third group can overlap the second group in size and includes the largest firms with multiple FTDs and larger and sometimes multiple facilities. Firms in this group differ in a very significant way from the other two: their instructors operate as an integrated professional training company. These firms proactively work to ensure quality training by employing internal quality assurance, quality control, instructor standardization, and instructor initial and recurrent training programs to continuously improve both their technical and instructional skills. It is this self-imposed dedication to quality instruction that makes these firms the premier training providers in the FTD training world.

Instructional Excellence The most important component of any training program is the instructor. An excellent instructor can make up for a multitude of sins in other areas but noth-

Above Saudi Aviation Flight Academy (SAFA) has recently ordered 12 flight training devices.

Image credit: Diamond Simulation.

ing else the company does can make up for a poor instructor. So how does a training provider ensure that its instructional staff is, and remains excellent? That process has to begin with a companywide attitude of not accepting anything less than instructional excellence in everything the company does. A company that is willing to put a less than totally qualified and experienced instructor in a classroom is not truly dedicated to instructional excellence.

The first step in pursuing instructional excellence is the hiring process.

A professional training firm will have an established set of criteria for evaluating an instructor applicant. These criteria should include an evaluation of the individuals: a) personal education and training history; b) technical and operational aviation experience; c) technical knowledge of specific aircraft, engines, and other areas that the applicant may be expected to teach; d) experience in actually delivering quality training; and e) actual classroom presentation and communication skills. The applicant’s status in all five of these areas should be evaluated prior to finalizing the hiring process.

Once the hire has been made, the training provider will assign the new instructor to an experienced member of the instructional staff who will act as a mentor. The mentor will guide the new instructor through the process of learning the firm’s policies and procedures and will implement and monitor

A competency based, structured training curriculum coupled with advanced technology aircraft and flight training devices allow students to experience what they will fly in the future. This is what the Aerosim Flight Academy offers to pilots worldwide.

Add to this an advanced jet bridge course and type rating training and the Aerosim Flight Academy First Officer Development Program stands ready to train today’s pilots for tomorrows demanding flight operations throughout the world.

2700 Flight Line Ave Sanford, FL 32773 USA Toll Free: 1-800-U-CAN-FLY Fax: +1 (407) 323-3817 eMail: info@aerosimacademy.com

+1.407.330.7020 www.aerosim.com

CAT MAGAZINE • ISSUE 5/2010

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Training Technology

the internal company training program that has been designed for the new instructor. This training program will include both technical and instructional experiences to ensure that the new instructor meets the quality requirements of the firm prior to being placed in an instructional environment with a customer.

Once the initial training program has been accomplished, ongoing evaluations and recurrent training in both technical and instructional skills will occur on a regular basis. The company’s internal quality assurance, quality control, and standardization programs will ensure that the training that the firm offers to its clients is maintained at the desired quality level.

Quality How does an individual or company looking for training determine the quality of a training provider? The least effective and least reliable method is basing the decision on the firm’s advertising. In today’s world of computer generated page layouts, professional ad writers, and sophisticated website software, paid advertising is a poor and unreliable method of determining the quality of any business.

EXPECT THE BEST

Above SimCom’s King Air 350 Pro Line 21 FTD at its Orlando, Florida, training center.

Image credit: SimCom.

Probably the most common method for determining the quality of a training provider is a combination of industry reputation and the firm’s experience in the training business. The best method is a recommendation from a previous client who has trained at a particular training facility in your specific aircraft type.

Many aircraft types have a formal and/or an ad hoc organization of owners/operators. These organizations are excellent sources of information on training providers. The internet is also a very valuable, powerful and effective method for obtaining information on people’s past experiences with a particular training provider.

Try to determine who constitutes the firms primary clientele.

Some training providers are strongly oriented toward owner/ operators while others work primarily with professional aviators. Choosing a training provider that is primarily geared toward working with a different type of clientele can result in a less satisfactory training experience.

The aircraft manufacturers approval of the training is another factor to consider. This is still no guarantee of quality but at least you have some assurance that the aircraft manufacturer has at least visited the facility and is familiar with the FTD and the personnel teaching courses on their aircraft. Many manufacturers work with the training provider to maintain and enhance the quality of the training provided.

Insurance company requirements are a significant factor.

Always ensure that the training provider is insurance company approved for your aircraft make and model, determine when the last insurance company audit of the facility was conducted and how often those audits occur.

Information

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CAT MAGAZINE • ISSUE 5/2010

Once you have chosen a training provider, never forget that you are the customer. It is your prerogative to ask some pertinent questions regarding your specific course, FTD, and instructor. You should be able to get a copy of the course syllabus in advance of your course. Review it to be sure that all aspects of the aircraft itself will be covered. If you have any additional topics that you are interested in discussing (IFR procedures, GPS, TAWS, TCAS, WAAS, regulations, optional equipment, STCs, maintenance issues, etc.) contact the training provider in advance to see if they have that capability and if that training can be arranged.

You should be able to get information on the FTD you will be using prior to your course. Is the FTD you will use specific to your aircraft and engine or is it only generic to a wide range of models? Is it capable of a complete range of instrument flight work? Is it FAA-approved to allow you to receive an Instrument Proficiency Check (IPC)? What equipment does it have (GPS, TAWS, TCAS, WAAS, autopilot, avionics, etc.)? If the FTD does not have some system that you deem to be valuable to your training (Garmin G1000, Pro Line 21, STC, etc.) does the training provider have some other training process and personnel in place to effectively cover those systems? Is the FTD capable of replicating all of the emergency procedures that your aircraft’s systems may experience? A non-aircraft specific generic FTD almost certainly will not be.

Discussing emergency procedures in a classroom is very different from actually practicing them.

It is very legitimate for you to ask about the experience and qualifications of the instructor who will actually be conducting your training. What is your instructor’s overall aviation and training experience? What is your instructor’s experience in your specific aircraft type?

Is your instructor a current pilot? Is your instructor a current pilot in your aircraft type? Is your instructor knowledgeable on the equipment that is installed in your specific aircraft? Depending on how far in advance you have scheduled your course, the training provider should be willing and able to supply you with this instructor information. If the training provider is unwilling or unable to do this, you must evaluate their reasons and make your decision accordingly.

Professional training providers schedule their courses well in advance so that their instructors can plan ahead and be prepared to provide their learners with the best training experience possible. They try very hard to avoid scheduling last minute “pop up” courses because they know that this practice is detrimental to quality training. If your scheduled course falls within the providers scheduling time frame, the firm should be more than willing to provide you with information on your instructor.

Again, if the training provider is unwilling or unable to do this, you must evaluate their reasons and make your decision accordingly.

Evaluation Once you have attended a course from a particular training provider the evaluation process does not stop there. Did the course meet with your quality expectations? Was the instructor up to your quality expectations? Were the delivery and content acceptable? Was the FTD appropriate to your aircraft and did it function properly? Were the training materials (books, audio visual materials, props, cockpit poster, etc.) acceptable?

Did the overall firm (customer service, sales, scheduling, etc.) perform acceptably? You will be basing your decision to return on this evaluation.

Once you make the decision to return to that training provider and you attend a second course, you now have a new set of parameters to evaluate. Was the second course as good as, or better than, the first? Did you see any improvement in the course, the FTD, or the training materials?

Did the firm address any comments you made from the previous year (mistakes in, or lack of, training materials, FTD issues, etc.)? In short, was your experience the second time better than your experience the first time? Professional training firms are always striving to constantly improve and become better at what they do.

“The difference between failure and success is doing a thing nearly right and doing a thing exactly right” (Edward Simmons). Excellence in education is a journey, not a goal. It is a journey that is followed by people who are dedicated to becoming nothing less than the best at what they do. When you find an individual instructor and/or a training company that operates with this credo, you will have found something truly inspiring. cat About the Author Dr. C. Hall “Skip” Jones is an active aviation educator, writer and speaker with ATP, CFII, A&P, and IA ratings.

He has logged over 12,000 hours with over 4,500 hours as a CFI. He operates a consulting firm specializing in designing, developing, implementing, and evaluating human factors and technical education and training programs for flight crew, maintenance, inspection, and aviation leadership and management professionals. He also teaches undergraduate and graduate level courses online for several colleges and universities in the fields of aviation and education. www.CHallJones.com

Aerosim Training Solutions is structured to provide your flight operations with training solutions that make business sense. We have the staff and the training technologies that can optimize all areas of your flight training environment. We specialize in analysis, cirruculum development, training methodologies, and technical innovation. Let us work with you to provide value and efficiency through our customized training solutions that maintain your standards, procedures and corporate culture.

351 Cliff Road E. Burnsville, MN 55337 USA Fax: +1 (952) 894-4977 eMail: info@aerosim.com +1.651.379.4646 www.aerosim.com

CAT MAGAZINE • ISSUE 5/2010

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The sel qu ca ac Ac in re-b we ad “g an tra Ae de AA co

A glance back with a focus on the future From the desk of Dave Rapley, CEO, Aerosim

Rewinding fifteen years to set the stage for a vision that is clearly focused on the future. We began with, and have maintained to this day, a steadfast culture of excellence in everything we do. We started with flight simulation training tools, by developing the first PC-based Flight Management Systems Trainer, which revolutionized and streamlined training for transition to glass technology aircraft. What followed was a natural evolution to PC-based full flight deck simulation to produce the first fully simulated aircraft on a single PC. This led to the only CBT with full freeplay capability allowing for procedures training within CBT modules.

From our extensive library of aircraft, Aerosim has developed and delivered Enhanced Virtual Procedure Trainers (EVPT) for more than 20 different aircraft types. The EVPT was the first true low-cost training device with add-on visual systems and flight controls that allowed our airline customers to offload more training tasks previously completed in the full flight simulator. As a recognized leader, Aerosim now provides customized services including a complete training solution from pilot selection to ab-initio pilot and type rating training. In short, we are the new aviation powerhouse that is merging aviation technology and services, and standing ready to work with you to provide leading edge technology while maintaining your corporate culture and philosophy.

Aerosim delivers leading edge training services and technologies that provide value through customized training solutions.

Aerosim Technologies has developed an extensive and impressive line of aircraft simulations for all major aircraft manufacturers including Boeing, Airbus, Embraer, Bombardier, Cirrus and Cessna.

These products are currently in use training pilots throughout the world, giving credence to our claim that “the sun never sets on an Aerosim training device.”

Our world class staff of “engineer pilots,” subject matter experts, courseware developers and airline pilot training experts work with our experienced software programmers to build pilot and maintenance training tools. The combined team understands and solves the challenges of pilot training and curriculum development.

We have over 130 satisfied customers, utilizing our airline specific customized product range to efficiently and effectively save time and training costs. From high fidelity desktop Flight Management System Trainers and Virtual Flight Decks to advanced simulationbased CBT, Aerosim Technologies provides a suite of tools necessary for fundamental aircraft systems knowledge and procedural training at a desktop or in a distance learning environment.

Aerosim’s Enhanced Virtual Procedures Trainers have revolutionized the training world by off-loading tasks such as low visibility taxi, special airport, EGPWS, RNP and CAT II/III training. These tasks are now mastered in the VPT and checked in the FFS, freeing up more expensive FFS time and resulting in footprint reduction.

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The vision of providing airline and self-sponsored pilots with a high quality ab-initio flight training program came into focus in early 2010 with the acquisition of Delta Connection Academy, long known for excellence in ab-initio flight training. Now re-branded as Aerosim Flight Academy, we offer training in technically advanced aircraft featuring the “glass cockpit equipped” Cirrus SR20, and a competency - based structured training curriculum that incorporates Aerosim built advanced flight training devices including FAA Level 6 FTD’s, AATD’s and simulation-based courseware.

Aerosim Flight Academy has recently initiated the First Officer Development Program, which blends our ab-initio flight training and jet bridge courses leading to type rating training. Available in multiple locations, the program utilizes a standardized and scalable training philosophy with tailored materials, media, and curricula.

Most importantly, the First Officer Development Program can be adapted to your company’s specifications, standards, and corporate culture through our modular design approach. Aerosim is currently developing an MPL program for the A320 and the B737NG and can provide a state-of-the-art MPL solution to your airline by tailoring a custom course incorporating your company’s SOPs.

Aerosim Training Solutions is structured to provide your flight operations business with technical solutions that make business sense. We have the staff and the training technologies that can optimize all areas of your training environment.

We specialize in training needs analysis, curriculum development and technical innovations which are backed by sound financing options. Our training solutions will provide solid business cases for your training operations with a goal of enhancing quality, efficiency, and safety.

Additionally we can provide solutions that include pilot screening, sourcing, and our First Officer Development Program. Our program trains pilots that understand your procedures and standards. We offer complete customized solutions from learning management systems to equipment sales, which can include full flight simulator leasing and flight instructor staffing. All of this can be delivered at your site or completed at Aerosim’s FAA 142 training center.

"As the leader in its field, Aerosim's technology offers Air Astana a great opportunity to enhance standardization and to address flight operations procedure issues efficiently and quickly.

As a relatively young airline which has experienced such rapid growth since start-up, it is vital that we tackle these issues now, and in this regard we look forward to the partnership with Aerosim." ~ Peter Foster, President - Air Astana

A vision that is clearly in focus

Fast forward to present day.

Let us take our wealth of experience, combined with our passion, resources, industry leadership and cost effective technological expertise to build you a seamless training solution that is tailored to your requirements and your corporate culture, standards, and procedures.

With our vision and your focus on what is important, the result is crystal clear.

World Headquarters 351 Cliff Road E. Burnsville, MN 55337 USA Phone: +1 (952) 894-4694 e-mail: info@aerosim.com Europe, Middle East & Africa Sales Office: Capital Place 120 Bath Road Heathrow Airport London UB3 5AN Phone: +44 (0)20 3178-4327

www.aerosim.com Find us at booth 39 at the 2010 EATS

Pilot Training

W

hile the estimated near future and long-term demand for pilots and maintenance personnel keeps increasing, the number of primary flight schools and collegiate-level ab initio programs in the US has been declining, primarily due to the poor economy and lack of interest in an aviation career.

Meanwhile, educational financing for US flight training students has almost completely dried up. And according to a number of top US aviation educators, the 1,500 hour to ATP certification rule that is part of the recently signed HR 5900 Airline Safety and Federal Aviation Administration Extension Act of 2010 will only exacerbate the situation.

To try to determine just what impact all of these negative factors are having on US primary flight training, CAT took its annual look at some of the major flight schools based in the country, as well as top collegiate aviation four-year programs. The consensus of their leadership is that while there are some positive signs, the specter of a pilot shortage, at least for regional carriers might 18

CAT MAGAZINE • ISSUE 5/2010

soon become a reality because of these negative factors.

University Mixed Signs According to Kent Lovelace, Chairman of the Aviation Department at the University of North Dakota’s John D. Odegard School of Aviation Sciences, domestic student enrollment in professional pilot programs is up 20 percent over last year. The university has also added several new aircraft to its training fleet, Lovelace said.

Dan Macchiarella, Chairman of Aeronautical Science at Embry-Riddle Aeronautical University (ERAU)’s Daytona Beach, FL campus, reported that the university ended up with 81 fewer students in its professional pilot degree track program than last year. According to Macchiarella, ERAU has recently added two Diamond DA-42 aircraft and several Cessna 172s to its trainer fleet and have added Frasca DA-42 FTDs at its simulation center. The university is also implementing a scenario-based Virtual Air Traffic Environment with voice recognition technology into its simulator fleet.

Above F.I.T. Aviation has recently hired a dozen new flight instructors to support new international student training programs.

Image credit: FIT Aviation.

Winston Scott, Dean of the College of Aeronautics at the Florida Institute of Technology, told CAT that the College’s domestic student flight training numbers are up. The university’s affiliated FIT Aviation has also recently hired a dozen new flight instructors, primarily to support new international student training programs, he added. The latest such program is to train a total of 120 Turkish Airline students. In addition, FIT Aviation has inaugurated a helicopter flight training agreement with Bristow Aviation and has received a grant to purchase two new Level 5 Seminole FTDs.

International Students Domestic student enrollments are slightly up at FlightSafety Academy in Vero Beach, FL, while international student enrollment has also increased,

US Primary Flight Schools Feel Impact Of Economy Chuck Weirauch looks at the status of the US primary training industry in light of the recent recession and the current expansion.

according to the flight school’s Manager Dan Greenhill. The 90 percent international to 10 percent domestic student ratio is primarily due to the lack of hiring in the US, even though hiring is starting to pick up a little bit, Greenhill said. He

does anticipate that such hiring will get better in the next two to three fiscal year quarters, however.

But the biggest problem that Greenhill sees in the US domestic student market is the lack of financing for students

who want to be pilots. He said that he has a list of more than 200 domestic students who want to sign up with FlightSafety Academy, but have no access to student loan financing.

“Domestically, we are going to begin

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Pilot Training

to have trouble with the pilot shortage,” Greenhill pointed out. “There will be a shortfall, since essentially no one has been training for the past two years.”

Paul Woessner, Senior Vice President for Aerosim Flight Academy (formerly Delta Connection Academy), agrees with Greenhill that financing is the primary problem that US domestic students face in today’s economic environment.

According to Woessner, domestic student enrollments have dropped from 20 a month to 5 a month, while on the international side, more Chinese and European students have replaced domestic enrollments. The makeup of the student pilot population has changed substantially over the last year.

“We are at 500 students and suffering from lack of interest, no financing, and bad press,” Woessner said.

To help alleviate the domestic student financing issue, Aerosim Flight Academy has applied to become an educational institution that can sponsor US federal government Title 4 student educational loans. The flight school is also applying to the US Department of Education to become a two-year diplomagranting undergraduate degree school with articulation agreements with fouryear aviation universities.

The Academy’s model is to have three program tracks; a flight instructor track, an accredited first officer program, and a track in unmanned aerial systems.

The flight school is also introducing a parallel track to MPL-like courses, a first officer jet bridge accelerated program.

“When Aerosim took over Delta Connection Academy, we felt the future is making this a diploma-granting institution because of the difficulty that we saw in student financing,” Woessner said.

However, like nearly all major US primary flight training entities, both Aerosim Flight Academy and FlightSafety Academy are looking to increase their appeal to international students and airlines. The Aerosim acquisition of Delta Connection Academy will expand the flight schools’ global reach, primarily with MPL-like programs, Woessner said.

FlightSafety Academy will expand its domestic and international market through a new comprehensive first officer training program to be jointly offered with Boeing Training & Flight Services. Under this program, FlightSafety Academy will provide a 34-week

ab initio course for students that have no prior flying experience but want to pursue a professional pilot career path.

Once they graduate from this course, the students will transition to the Boeing Training & Flight Services phase of the program. Upon completion of the two phases, graduates will have a type rating in either a Boeing Next-Generation 737 or Airbus A320 aircraft and be fully qualified to become a First Officer. This program is also aimed at airlines looking for an alternative way to gain sufficient crews for new aircraft.

“This program is going to give the airlines a one-stop solution,” Greenhill said. “With the upcoming pilot shortage over the next 20 years, we feel that this program is going to benefit Boeing customers.”

According to Greg Darrow, Senior Director of Sales and Marketing for Pan Am International Flight Academy (PAIFA) his flight school is definitely seeing an uptick in the number of primary flight training students. Although 90 percent are international, mostly from Asia, China and the Middle East, the flight school is also seeing a strong interest from domestic students as well.

Most of the student demand is for training programs that will lead to a Boeing 737 NG and Airbus A320 type rating. An additional draw for PAIFA is the recent acquisition of Aeroservice in Miami, a move that adds to its available simulator fleet and other training resources.

CAE Global Academy is also seeing an upturn in the number of primary flight training students both in the US and around the world, according to Jeff Roberts, Group President, Civil Simulation Products, Training and Services. “We have experienced a pretty good upswing and a pretty robust market as you go around the world,” Roberts said. “While the last 18 to 24 months has been a challenge, the demand and the requests for our capabilities are increasing.”

HR 5900 Hours Rule While the economy, the student loan debacle, and lack of interest are major factors cited as leading to fewer US domestic students seeking a professional pilot career, the educators interviewed

by CAT agreed that the recent HR 5900 rule that requires at least 1,500 hours of flight time before a student pilot can earn an ATP certification will have a negative

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Pilot Training

impact on the numbers of US new pilots, possibly contributing to a looming pilot shortage and even stifling the growth of regional airlines. While they are in agreement with other HR 5900 provisions such as enhanced stick pusher and stall and upset recognition and recovery training, the group universally questioned the logic that more flight hours produces a better and safer pilot.

“In terms of those hour requirements, we have long been an advocate of proficiency-based, demonstrated competencybased and evidence-based training as really a better benchmark to use than an hourly figure,” Roberts said. “Rather than arbitrarily selecting an hourly figure, we believe, that based on the technology that is available today, from a facts and data-based standpoint, based on a proficiency standpoint and a practical and operational orientation, there very well may be ways to assess ability that are not directly tied to hourly requirements.”

“If you have that education with core competencies, you are well prepared to become a professional pilot,” Macchiarella said. “This education will mitigate the need for a number of hours that is just chosen because somebody decided that it was the right level. Just flat going to 1,500 hours kind of flies in the face of training logic and educational psychology.”

Scott said that FIT certainly does not support the 1,500 hour rule, and that his university has worked with other schools such as ERAU and UND in voicing their concerns about it. Lovelace cited the work of five collegiate-level institutions, including UND and ERAU that participated in an Aviation Accreditation Board International (AABI) Pilot Study. The study found that the pilots that had the least number of incidents were college-educated from AABI-accredited institutions with a CFI certificate and 500 to 1,000 hours of flight time, he explained. The least-well per-

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CAT MAGAZINE • ISSUE 5/2010

Above ERAU has added two Frasca DA-42 FTDs to its simulation center.

Image credit: ERAU.

forming pilots were those who had above 1,500 hours, Lovelace pointed out.

“Congress and the Senate are making decisions based on politics rather than science,” Lovelace emphasized. “There is no science to support that 1,500 hours is better than anything else on hand. I think that this rule will constrict the source and availability of pilot supply to the regional carriers, especially with the Boeing and Airbus supply forecasts coming out that cite the coming need for nearly 98,000 pilots in North America.”

Referring to the commonly worldwide-accepted number of 250 hours of student flight training and experience as a qualification for being hired as a first officer candidate by an airline and the growing acceptance of MPL programs, Woessner said that the 1,500 hour rule “flies in the face of what the rest of the world is doing” and advanced training technology. The rule means that US flight hour requirements are now five times higher to become a commercial pilot than in the rest of the world, he pointed out.

“The 1,500 hour rule is going to be a huge bottleneck, and with student funding not having any light in sight, I don’t know what is going to happen,” Greenhill said. “Regional airlines are not going to be able to grow. It’s going to suck up all of the people who have 1,500 hours or more. There is going to be a big void, because people are going to have to have a year of training and then build experience. This is going to cause a two to three-year void that is going to follow the industry for the next 20 to 30 years.”

Darrow said that the 1,500 hour rule is a concern to PAIFA and its clients because they are worried that there will not be enough pilots to fly their aircraft. He also pointed out that the rule could cause competition between US and international airlines, since the latter are willing to take a US domestic new pilot out of a first officer program with 250 hours and then put him into the right seat of a 737 or A320.

“Domestic students are asking us can you get me that job overseas so that I can get that time to get back in the US and get hired here,” Darrow reported. “But will they come back to the US?” cat

Civil Simulation and Training news Issue no.24 Fall / Winter 2010

CAE to develop first simulators for new Airbus A350 XWB

CAE to upgrade FFSs for Airbus

CAE will design and manufacture two CAE 7000 Series full-flight simulators (FFSs) for the Airbus A350 XWB, representing the world’s first FFSs for the new long-range aircraft. In addition, CAE will develop six CAE Simfinity™ A350 XWB Airbus Procedures Trainers.

CAE has designed, developed and delivered the word’s first full-flight simulators for more than 40 new civil and military aircraft representing 16 different original equipment manufacturers (OEMs).

“Airbus customers expect the highest standards of innovation, quality, safety, efficiency and service in their training programs,” said Jeff Roberts, CAE’s Group President, Civil Simulation Products, Training and Services.” He adds: “CAE has a long history of exceeding expectations, and we look forward to continuing this heritage by developing the first simulators and training devices for A350 XWB aircraft customers around the globe.”

The first FFS for the A350 XWB is scheduled to be delivered in late 2012 to the Airbus Training Centre in Toulouse, France, where it will be used by Airbus to support aircraft training developments and certification, as well as for initial training of pilots for customers taking delivery of the aircraft. The A350 XWB FFS will be initially qualified to interim Level C regulatory standards. After final aircraft flight data is available, the simulator will be updated to Level D qualification standards – the highest fidelity for full-flight simulators. The location of the second A350 XWB FFS installation is to be determined. In addition, Airbus also holds an option for a third A350 XWB FFS and the agreement includes provisions for the placement by CAE of additional A350 simulators in its network as the market develops.

The A350 XWB FFSs will feature the industry-leading CAE Tropos™-6000 visual system and the CAE True™ Airport visual database update service, as well as a six-degree-offreedom CAE True™ Electric Motion System.

The CAE Simfinity Airbus Procedures Trainers (APT) provide a fully simulated Airbus aircraft cockpit using the same Level D simulation model as the FFS. Touch-sensitive screens in a 3D spatial orientation display the cockpit environment in a 1:1 ratio. The CAE Simfinity APT has data display screens for the Captain and First Officer that show Airbus procedures tutorials, animated schematics, and virtual aircraft. Pilots train on normal and abnormal procedures through a free play simulation.

CAE Tropos-6000 image generators enhance the realism of pilot training through extensive use of satellite imagery, dynamic airport environments, advanced weather effects and a world database.

CAE has signed contracts with Airbus to perform a range of upgrades on Airbusowned full-flight simulators (FFSs). CAE will update an Airbus-owned A300 FFS with a new host computer, interface, CAE True™ electric motion system and industry-leading CAE Tropos™-6000 visual system. CAE will also upgrade the visual systems on an Airbus-owned A380 FFS and two A330/340 FFSs with the CAE Tropos-6000 visual system and provide the CAE True™ Airport visual database service for all simulators.

Each of these simulators is located at the Airbus Training Centre in Toulouse, France.

The CAE Tropos-6000 image generator includes special rendering features optimized to take full advantage of liquid crystal on silicon (LCoS) projectors to deliver unprecedented visual realism exceeding the requirements of Level D qualification. CAE’s innovative autocalibration features help maintain maximum uptime and reduce maintenance costs.

1

Innovation Every Day CAE’s extensive experience with 1st full-flight simulators assures lower risk and higher fidelity training for commercial aircraft operators Jeff Roberts, Group President Civil Simulation Products, Training and Services

One of the key reasons CAE sustains our global leadership in civil aviation simulation and training is the continuous innovation of our people. We are never satisfied, constantly seeking to enable our airline and flight training organization customers to further enhance safety and operational efficiency. We are always adapting, listening intently to what customers need, evaluating emerging technologies and best practices, and investing to develop solutions that help improve our customers’ businesses.

The depth of expertise required to produce the first FFS for today’s complex, multi-supplier aircraft is significant. Consider this: CAE has simulated, stimulated and integrated just about every avionics and aircraft system being flown in the commercial aviation market today.

We have produced more than 1,000 simulators and training devices encompassing more than 130 aircraft types, including accurate representation of engines, flight management systems, avionics suites, and other systems.

Year after year, CAE wins the majority of open competitions for new full-flight simulators (FFSs) and visual systems. We are the preferred choice, in part, because our engineers continue to stay one step ahead in researching and developing emerging simulation technologies. In part because of CAE’s track record for delivering on time, meeting specifications, and working with our customers to secure regulatory approvals. And in part because of CAE’s superior worldwide support network, which applies its own types of innovations to improve customer service and cost effectiveness.

Designing effective training equipment to Level D standards and beyond requires a thorough understanding of aircraft systems interdependencies and interfaces, aerodynamics and the proper responses to malfunctions and adverse factors such as severe weather. But a full-flight simulator is more than off-the-shelf components, regulatory minimums and procedures manuals. To enable the highest levels of crew performance, the FFS developer should understand airline customer preferences for how they operate their fleets. Understand how pilots fly. Understand how technicians maintain aircraft in the hangar. As well, understand how people best learn and retain their knowledge and skills.

The recent selection by Airbus of CAE to develop the first fullflight simulators and other training devices for the new A350 XWB aircraft highlights CAE’s ongoing commitment to aviation simulation technology leadership. Over the past two decades, CAE has designed, developed and delivered the first FFS for more than 20 commercial wide-body and narrow-body aircraft models, more than all other manufacturers combined.

The understanding we gain and working relationships we cultivate in producing the first FFS for a new aircraft not only benefit the initial operators of that aircraft in terms of lower risk and higher fidelity right out of the gate. These OEM relationships also enable us to more readily keep the simulators at our customers’ facilities and at CAE training centres up to date with the latest aircraft and avionics configurations, enhancing realism throughout the long lifecycle of the FFS. Right now at CAE, our software and hardware engineers are designing or producing the first FFS for the Airbus A350 XWB, ATR42-600 and ATR 72-600, Boeing 747-8, Bombardier CSeries, COMAC ARJ21 and the Mitsubishi MRJ. We recently produced the first FFS for the A380 and are delivering our initial Boeing 787 simulators on a parallel track with a competitor. As one example of the breadth of our technological acumen, CAE engineers are embedded with the Bombardier CSeries team, using the CAE Augmented Engineering Environment (AEE) to develop a virtual aircraft and other tools which will help reduce the schedule and development cost of the new aircraft.

CAE well understands all these elements because we train tens of thousands of pilots and maintenance technicians every year to the highest standards in our global network of training centres. Our dayto-day, hands-on training experience translates into development of ever-better simulation training equipment. Ever-better training programs. And ever-better training centre management.

Just as no two aircraft fly exactly the same, no two simulators are exactly alike. These sophisticated training tools do not lend themselves to a cookie-cutter, one-size-fits-all approach. It takes a tremendous amount of talent, expertise, experience and can-do spirit to develop solutions that enable the highest-quality aviation training.

CAE is the only truly global company focused on simulation and training. Our focus, proven durability across decades, and portfolio flexibility can deliver the right combination of innovative products, training and services tailored to your business model.

Innovation every day is one of many ways CAE continues to deliver more training value to our customers for less. We believe aviation professionals trained on CAE equipment and in CAE training centres not only perform more safely, they also perform more efficiently.

Let’s have a conversation about how CAE’s innovation can help address your unique training needs.

Jeff

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CAE’s civil aviation training presence in Europe, Africa and the Middle East Abu Dhabi

Dubai

CAE Training Services

Emirates CAE Flight Training joint venture

Amsterdam CAE Training Centre CAE Global Academy Amsterdam (Nationale Luchtvaartschool)

Moscow CAE training at the Aeroflot flight training centre

Brussels

Paris

CAE Training Centre CAE Global Academy Brussels (Sabena Flight Academy)

CAE training at the Air France flight training centre

Burgess Hill

Burgess Hill Paris Madrid Evora

Amsterdam

Moscow

Brussels Sesto Calende Rome Dubai

Abu Dhabi

Rome

CAE Training Centre

CAE training at the Alitalia flight training centre

Douala

Sesto Calende

CAE Global Academy Doula, CAEmanaged for the Ministry of Civil Aviation

Rotorsim, joint venture with AgustaWestland

Cabin crew training launched in Madrid

Douala

It’s True …

Cabin crew training approved by AESA, the Spanish civil aviation authority, is now being offered at the CAE Training Centre in Madrid, Spain. CAE offers initial, recurrent and conversion training courses tailored to the specific requirements of airline customers as well as to self-sponsored individuals. All training is conducted by highly qualified instructors with extensive airline experience.

• CAE recently won orders for full-flight simulators from Air China (Airbus A330, Boeing 737-800), Korean Air (Airbus A380, Boeing 777-300ER), and a North American customer (Boeing 777).

Courses meet the applicable European Community regulations for safety and emergency procedures training. The Initial Course covers aviation basic skills, regulations, human factors and crew resource management (CRM), health / aviation medicine / first aid, normal operations, safety, emergencies, survival, dangerous goods, and other topics.

• The Honeywell-CAE Training Alliance is now offering maintenance training courses for technicians in Europe, the Middle East, and Asia.

CAE also offers cabin crew training at the CAE Training Centre in Amsterdam, approved by the Civil Aviation Authority Netherlands (IVW).

• The FAA has qualified CAE’s Simfinity™ e-Learning for “no classroom” initial and recurrent helicopter ground school for the AS350, enabling pilots to reduce their time at the training centre.

• The first CAE 3000 Series helicopter mission simulator, an AS350 B2 model located in Phoenix, Arizona, has been Level 7 qualified by the FAA and Transport Canada.

3 3

CAE Flightscape project to help IATA identify safety hot spots Flight Data Analysis Exchange service consolidates airline data to highlight trends at the regional, airport and runway levels CAE Flightscape has a key role in a new aviation safety initiative; the Global Safety Information Center (GSIC), soon to be launched by the International Air Transport Association (IATA).

CAE Flightscape recently completed a prototype project as part of the Flight Data Analysis Exchange (FDX) which forms part of this new safety tool. The objective of the prototype was to prove the feasibility of consolidating flight data from multiple airlines into a single de-identified database to effectively present safety information at the regional, airport and runway levels.

More than 70,000 flights were processed

by CAE Flightscape and IATA analysis experts, focused on Ground Proximity Warning System (GPWS) events and unstable approaches such as high rate of descent, late flap selection, excessive localizer deviation and others. Specific flight information such as the airline, flight crew,

aircraft tail number, and time of day is always de-identified.

Consolidating data from multiple airlines can highlight “hot airports” or “hot runways” in the regions evaluated – that is, airports or runways with a high number of events outside acceptable parameters. Once a specific weakness is identified, safety authorities can analyze whether the issue is related to air traffic or other airport operations, airline operating procedures, or other factors.

IATA’s secure web-based Flight Data Analysis (FDA) Service is powered by CAE Flightscape’s Insight™ software. The service provides a comprehensive suite of tools and expertise to leverage the value of airlines’ flight data and improve safety and operational efficiency. Flight data is extracted directly from the aircraft’s Flight Data Recorder (FDR) or Quick Access Recorder (QAR), then analyzed to highlight risk areas in daily operations. The information

can also be used to visualize specific flights through data-driven animation, as well as for adjusting training programs to procedures requiring additional focus.

The value of the FDA service is further enhanced by IATA’s unique ability to share lessons learned across the airline community to increase global industry safety levels. The GSIC FDX project is expected to also enable consolidation of deidentified data from airlines which manage their own flight data analysis. (Each airline maintains full ownership and access to its flight data.) Airlines will be able to use the consolidated reports to compare their own performance against the group aggregates – for airports, runways and, where sufficient data is available, for aircraft types.

More information about the IATA FDA service is available at www.flightscape. com or http://www.iata.org/ps/intelligence_ statistics/Pages/fda.aspx.

Chris Stellwag, Rick Adams, Heather Dane, Editors Jimmy Tigani, Graphic Design Reader feedback welcome: flightnews@cae.com

4 St-Laurent, Quebec, Canada H4T 1G6 • cae.com • Civil Simulation and Training News is a publication of CAE. © 2010 CAE All rights reserved. NC1024 CAE,

Company Profile

Opinicus Sees Growth In Challenging Times Chuck Weirauch visits Florida-based Opinicus Corporation.

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f you are looking for a flight simulation training device manufacturer that will build or rebuild “any simulator for anybody for any aircraft,” as Jim Takats describes it, you may want to investigate what Opinicus Corporation might be able to do for you. Taking that novel approach is what has led to the success of the Lutz, Florida-based small business, according to Takats, the company’s co-founder and President.

The simulation engineering and development firm has been successful enough to open a 60,000 square-foot facility just north of the Tampa Bay area that was designed with eight high bays, office space, and a 10,000 square-foot area that the company plans to employ as a full flight training center in the near future. Over the past 22 years, Opinicus has provided simulators and a mix of training devices for both commercial and military aircraft, currently a 60/40 ratio.

More recently, the company has been awarded two significant commercial aviation contracts that will help to fuel further growth as well.

One contract is to completely rebuild a Part 60 Level D Airbus A300-600 full flight simulator for a US-based cargo airline. The other is to provide a Level

D Citation Jet 3 full flight simulator and a suite of additional training devices for Carlsbad, CA-based ProFlight.

Opinicus is also rebuilding a former American Airlines A300 hydraulic simulator and turning it into essentially a new machine, with an electric platform, new host computer, new software, new controls and a 180-degree visual system. The cockpit will be completely refurbished while retaining the original instruments. The contract is significant in that this will be the cargo airline’s first electric platform simulator and only one of two US-based A300 sims. The customer plans to begin training in the last quarter of 2011.

The ProFlight CJ3 FFS, which is to be delivered in 2011, will also feature a full-motion electric platform, as well as a visual system with a 200-degree field of view. In addition, Opinicus is building a Level 5 FTD and some virtual procedures trainers for ProFlight. The fixed-base FTD will be fully enclosed and also have a 200-degree visual system. The current plan is to launch RSI’s new Raster 4 image generator on the new FTD, Takats said.

Work is also underway to prepare the flight center area to begin operation sometime in the latter part of 2011.

Takats and Executive Vice President and COO Jennifer Frame told CAT that they are negotiating with two training customers, and both have more than 200 pilots that will conduct their training at the Opinicus center. The operators have indicated that they will guarantee Opinicus a certain number of flight simulator hours, while Opinicus will support these customers with classroom training as well. This arrangement will save a considerable amount of training dollars, Takats said.

One key factor to the flight training center operation is re-acquiring the four Eclipse EA500 full flight simulators Opinicus produced and sold to now-defunct Eclipse Aviation. These simulators would be reconfigured to the type of aircraft flown by the potential flight center customers, Frame explained. Currently there is an Eclipse EA 500 FFS in one of the company’s high bays. In September, SimCom announced the FAA certification of their Eclipse simulators at its Orlando training center. SimCom has a partnership with Eclipse Aerospace to be the exclusive provider of factory authorized simulator training for the aircraft.

Another recent civil aviation simulator effort is the production of a King Air C90 FSTD for Transport Canada. Yet another is the production of a trailerbased Beech 1900D/200 Level C mobile FFS now operated by TechniFlite. This simulator features a 24-inch stroke motion system, the first in the world with less than a 36-inch stroke to meet FAA Level C requirements. The trailer also holds a classroom for desktop pilot training. Opinicus has also rebuilt and upgraded simulators for Cathay Pacific, Delta Air Lines, and Northwest Airlines, as well as Airborne Express and Pan Am International Flight Academy.

With its new operations center, new contracts and a new flight training center in the works, one could say that Opinicus has overcome its image as one of the smaller training device providers in the business. According to Frame, this success can be traced to the quality of its simulator performance.

“We won both the cargo airline company and ProFlight business based on them flying our simulators,” Frame pointed out. “Some of the cargo company managers were dead-set against us, but once they flew our simulators they changed their minds.” cat CAT MAGAZINE • ISSUE 5/2010

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Pilot Training

MPL – The Air Berlin Experience The Air Berlin group of companies is the second largest airline group in Germany and employs in excess of 1,350 pilots. Peter Moxham describes the Air Berlin MPL training practice.

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ir Berlin has a world-wide network operating both Airbus and Boeing aircraft and has enjoyed continual growth since its operation became German owned, having been formed initially as an American company in the far off days of a divided Germany.

The management team is rather younger than most of the older air carriers and it has always been forward looking, really hitting the headlines when it purchased LTU some years ago.

Partnership The company is always keen to encompass new technology and felt that when the MPL was first introduced by the JAA, the product of such training would be best suited to their future pilot needs.

But to do this they needed a partner, and formed an association with TFC Technic & Flight Consulting (TFC) based in Essen in the Ruhr.

TFC is more than a training organi24

CAT MAGAZINE • ISSUE 5/2010

sation, having a healthy business in the manufacture of cabin crew trainers for a range of Boeing and Airbus aircraft, and customers include major flag carriers such as Emirates. However, of direct interest to Air Berlin was the fact that TFC is a fully approved FTO and TRTO and had itself a very forward looking management.

With Air Berlin’s wish to have abinitio pilots trained to the requirements of MPL, it was agreed that TFC would provide the training for Air Berlin cadets, working closely with the airline to ensure a seamless transition from TFC into the cockpit of either a Boeing 737 or Airbus A320 aircraft.

The two organisations felt that initial selection was of most importance, and used a third company, Interpersonal, in Hamburg, for a two day initial selection, continuing to a final selection carried out at the TFC facility in Essen.

Flight Training Air Berlin currently offers two courses

Above Students are encouraged to be an ‘Air Berlin pilot’ from the beginning.

Image credit: Air Berlin.

a year, each with 15 cadets, but also always considers the economic climate and development of the airline. SOPs, documentation and practices are all standard Air Berlin and each student is treated as an Air Berlin pilot from the very beginning.

The course is a genuine attempt to engender the principles behind MPL and not simply a modification of the previous CPL/IR with frozen ATPL offered for professional pilot training. This course is designed on multi-pilot principles and incorporates Threat and Error Management from the beginning.

Initial flight training is carried out locally and the cadets operate into busy local regional airports, therefore being exposed to high RT workload at a very

early stage, and the competency of the student is put to the test from the start of training.

Whilst an introduction to the simulator is made on FNPT devices relevant to either Boeing 737 or Airbus 320 aircraft within the TFC facility, this progresses to the use of full flight simulators within Air Berlin itself, although under the control of TFC and their MPL approval.

The training takes approximately two years to the conclusion of the Initial Line Check, about the same time as conventional training. It is certainly not the cheapest route to go – MPL is considerably more expensive, even excluding the cost of equipping basic training aircraft with glass cockpits, but the product is far more able when it comes to Type, Base and Line training. The fact that the students had been trained from the very beginning to work in a multi-crew cockpit environment eased the path through their subsequent airline checking.

Ralf Nagel, Corporate Director Training with Air Berlin, had absolutely no doubt that the MPL provided the airline with not just a well trained and knowledgeable pilot but also an ’Air Berlin’ pilot from the beginning. This was

greatly helped by the fact that the students themselves were encouraged to think that they were part of the airline from the commencement of training – the airline’s own practices and procedures were ingrained and there was no need to train out anything, and they felt themselves part of the airline throughout their training.

It was interesting when meeting a course of students that they were all exceedingly committed, not just to the

Above Air Berlin currently offers two courses a year, each with 15 cadets.

Image credit: Air Berlin.

training, but to the airline, and very proud of the Air Berlin emblem on their shirts.

Approval TFC Head of Training, Christian Kaufer, made the point that gaining approval

CAT MAGAZINE • ISSUE 5/2010

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APATS AB InITIo & EvIdEncE BASEd TrAInIng 8-10 MArch 2011 • ASIAWorld-ExPo • hong Kong, chInA SAr Organised by:

Halldale Media will deliver APATS Ab Initio & Evidence Based Training at Asian Aerospace.

Spread over three days and focused on two topics of great interest to the rapidly developing airline industry in the Asia Pacific region, APATS Ab Initio & Evidence Based Training will include a conference, exhibition, workshops and product demonstrations – all within the dedicated Training Pavilion.

For the latest conference programme and registration details, please visit www.halldale.com/apats For information on exhibiting or sponsoring, please contact: Rest of the World Americas Jeremy Humphreys Zenia Bharucha Tel: +44 (0)1252 532008 Tel: +1 407 322 5605 Email: jeremy@halldale.com Email: zenia@halldale.com

www.halldale.com/apats

Pilot Training

from the German Regulator, LBA, had not been a simple process and took nearly two years. The LBA, TFC and Air Berlin worked together to ensure that the training met all the licensing requirements and was a significant improvement on the traditional training route.

For Air Berlin and TFC, MPL works and works well. Selection is the key – indeed Air Berlin explains the downsides of life as an airline pilot as well as the benefits yet nobody, once passing the original selection, has opted out – clearly the career is not a problem for these young men and women when they are climbing on to the first stair.

The airline finds that subsequent training and checking to be much easier, yet no less demanding and it looks like MPL is here to stay in all their future recruitment planning.

MPL is a new licence, and will develop as the experience of trainers and airlines leads to changes in the rules.

In Europe it is absolutely essential that EASA learn from the developing numbers of graduates and continues to refine and develop the training required. A number of airlines are becoming involved and their experience, together with that

Above The training takes approximately two years to the conclusion of the Initial Line Check.

Image credit: Air Berlin.

of the associated training organisations, must be used effectively. Outside of Europe the situation is rather different.

In the United States, recent legislation makes it difficult to see how this much

improved training can ever take place and elsewhere the MPL is being grasped as a better way ahead, although largely based around the European pattern. MPL will eventually lead to better trained and motivated pilots, and to enhanced safety, simply because of the multi-crew concept from day one – CRM and human factors feature all too often in accident and incident reports – hopefully more MPLs will reduce this risk. cat

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BEST PRACTICES

Above The personal electronic document provides positive identification and records key training, proficiency, and experience milestones Credit: Robert B Barnes Associates, Inc.

Who Is This Person?

Identity and Professional Experience Verification

The International Association of Flight Training Professionals (IAFTP) has been formed to improve pilot training methodology through the sharing of pilot training best practices. Robert Barnes looks at how this new group aims to ensure pilot competency and professionalism.

R

ecently, the U.S. Congress passed HR 5900 directing the FAA to create a pilot training records database to enable air carriers to check a pilot’s background before allowing that individual to begin service as a pilot. This is a commendable step in concept but once again our industry is faced with a regional solution to a global challenge plus the possibility of undue governmental control of personal information - information that should really be under control of the individual pilot.

The desire to find a better way to document a pilot’s personal training and experience is not new. It has long been recognized that there should be a way to securely document every pilot’s identity, training, experience, and certifications - a pilot’s personal curriculum vitae. It simply has never happened.

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However, if growth projections for air transport over the next 20 years are correct, the need for such a pilot CV will become more critical as employers turn increasingly to the worldwide pool of applicant pilots in order to achieve their staffing goals.

That thought causes many airline recruiters concern because assessing a candidate pilot’s background and experience even today is incredibly challenging. Contacting previous employers is problematic because many candidates have flown for operators based around the globe. Even when reached, the information former employers might provide is often of limited help, especially when mergers and bankruptcies make the retrieval of individual records a time consuming, costly, or even impossible effort.

A series of five articles was published in CAT during 2002-2004 that explored

this issue in depth. The first article in this series (CAT 3/02: ‘Going Global with Pilot Credentials’) examined the question: Has the time arrived for globally accepted pilot credentials? It suggested that this issue is not unique to a single country nor can it be adequately addressed through government action in any one country. Our profession is global in scope. We fly airplanes designed and built all over the world. We receive training wherever it is most convenient. We move from country to country and from company to company because there is a universal demand for our skills as professional pilots.

The second article (CAT 6/02: ‘Defining the Issues for a Global Pilot Credential’) discussed the concept of a unique global pilot credential and examined the issue from different stakeholder perspectives. Its conclusion was that such a credential would call for a new global paradigm in both licensing and training - a paradigm that would need to address the way in which our industry recognizes proficiency, then uses technology to administer pilot records.

By the third article (CAT 8/02: ‘A Globally Accepted Pilot Credential – Technology Alternatives’), the idea was gaining support. An international regulator observed: “A secure personal pilot credential would serve to provide positive identification of the license holder and provide proof of the scope and depth of his/her competency.”

Competency and Professionalism There are three terms that have become quite popular to use when describing future concepts of pilot training. Competency, professionalism, and best practices are defining this new global paradigm in both pilot licensing and training.

In spite of the cynicism and materialism that is evident in much of today’s general media, the aviation industry is typified by individuals who seek excellence and who delight in their success for reasons other than simply the money it brings. That is the essence of true pro-

fessionalism and an attitude essential to aviation safety.

No matter what one flies, he or she must continuously strive to be the best pilot possible – a true aviation professional. A key part of becoming such an aviation professional requires achieving and maintaining competency in both the knowledge and skills required to safely accomplish the mission regardless of whether the pilot flies for hire or for pleasure. The road to this competency requires achieving benchmarked standards of performance based upon widely recognized best training practices.

Global Best Practices Are today’s airline pilots who are trained to minimum standards up to the task?

The crash of Colgan Air Flight 3407 in the U.S. raised this question and now our global industry is experiencing a flurry of regulatory activity. A series of discussions at WATS 2010 and an article in the last issue of CAT asked: ‘Do we really need more regulation or simply better training? And, more importantly, what is the role of industry best practices in this process?’

It has become obvious to many in our industry that there is a need for some type of international forum that all flight training professionals could easily participate in the identification, recognition, and communication of global pilot training best practices. But what form should it take and how could it actually collect and manage such data?

One suggestion was that it be a notfor-profit association of pilot training professionals from around the world with a common love for the industry and no particular financial interest in the outcome. Its focus should not be on establishing standards, creating a certification body, or attempting to directly influence regulators. Instead, its goal should be to provide a credible, independent, international clearing house for pilot training best practices.

That not-for-profit association is now being formed and is called the International Association of Flight Training Professionals (IAFTPTM). The development and maintenance of a global database of pilot training best practices is a key component of the three initial IAFTP service offerings: 1. A wiki-style interactive global best training practices database;

2. A universal personal pilot training records database which provides a means for relating these best practices to actual training being provided; and 3. A personal pilot credential or electronic curriculum vitae (CV) that is a highly secure identity document and provides the capability to store/access the pilot’s complete training and experience history.

Communicating Best Practices The first of these three IAFTP service offerings, the best training practices database, will be known as the globalPilot/BTPTM database. It will be defined from the perspective of an instructor or pilot training provider (not an operator or regulator) and will feature: • A wiki-style, web-based front-end so that any qualified person can enter and justify a personal pilot training “best practice”; • The opportunity for selected users to rate and comment upon these “personal best practices” which could thereby lead to broadly accepted “best practices”; • Sufficient flexibility to allow “best practices” to be categorized by a wide variety of parameters; • A structure designed to allow database managers to modify even the main categories as necessary over time in order to avoid being trapped by changing conventions; and • Easy access by qualified persons to these global “best practices” for consideration and use in real-life flight training environments.

In order to achieve its goal of globally communicating “demonstrable” pilot training best practices, IAFTP will facilitate not only an exchange of ideas relating to such practices through its globalPilot/BTP database but will also encourage the actual evaluation (or prototyping) of these ideas by training providers.

The intent of this prototyping will be to examine the actual effectiveness of suggested training practices such that some may, in fact, be called “best.”

This feedback process will include not only what can be shown to work “best” over time through objective measurement (i.e. evidence-based training) but also what might “best” represent the true “art” of effective learning (e.g. encouragement, enthusiasm, motivation, etc.). Particular attention during CAT MAGAZINE • ISSUE 5/2010

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BEST PRACTICES

this prototyping will also be placed on the importance of instructor selection and training.

Electronic CV A personal electronic CV (curriculum vitae), myPilot/ECVTM, will be offered by IAFTP as a benefit to all pilots participating in training programs conducted by instructors applying globally-recognized pilot training best practices. It will be the property of the individual, not an organization. IAFTP will issue and maintain the credential but the personal information available either on the card or through a secure Internet link shall only be accessible with the physical authorization of the individual, facilitated by the credential’s unique security features. If desired, the credential can also be issued in an ID badge format, myPilot/IDTM, customized for a training provider’s local access control requirements while still retaining its personal electronic CV capability.

We’ll start this vision at the threshold every pilot must cross no matter where he or she lives – the decision to learn to fly. We’ll call our fledgling pilot, Jean.

Jean goes to a flight training facility and makes an application for a student pilot license. This requires positive verification of identity and enrolling a personal biometric for identification purposes. The entire process is accomplished at a standard personal computer workstation securely linked to the IAFTP personal pilot training records database, myPilot/RECORDSTM. Jean’s electronic CV is issued either in a horizontal card or hanging badge format based upon the security preferences of the flight training provider. Jean

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now has a personal electronic document that not only provides positive identification, but can also record key training, proficiency, and experience milestones – specific training activities, flight checks, type and number of hours flown, medical information, ratings and certifications, employers etc.

The myPilot/RECORDS database will also interact with the IAFTP best training practices database, globalPilot/BTP, to classify any training beyond minimum licensing requirements that Jean may receive.

Each time Jean attends a course, obtains a new rating, takes a physical, takes a check-ride, Jean’s personal pilot credential is updated. This process creates a chronological, unalterable personal record of Jean’s entire flying career.

Let’s examine how this compares to today’s process. First, much of this information is already being stored somewhere. It is not stored in a convenient, usable form for the pilot, the employer, or regulators; nor is this data necessarily stored in one place. Even the FAA’s response to HR 5900 will not come close to meeting the needs of our global industry.

Of course there are training providers who provide training documentation for their customers (usually operators, not individual pilots). However, in many ways, this is exactly the same situation as having your personal medical records in one doctor’s office and needing them in another doctor’s office in another city or country. How many times has each of us tried to recreate our medical history when we have changed doctors or, for that matter, tried to provide “acceptable and verifi-

able” documentation of our flying experience when we changed employers or training providers?

Someone might ask: “What happens if Jean’s personal pilot credential is lost or stolen?” If it’s stolen, it is worthless.

The data will be encrypted, protected from unauthorized access, and made unalterable. In addition, Jean will need to positively verify identity by providing a personal biometric whenever the credential is used. Of course, the data will be backed up on the myPilot/RECORDS database in case of loss.

In these ways, the myPilot/ECV issued and maintained by IAFTP will be the world’s most secure and functional personal electronic CV – a true record of a pilot’s entire career.

Participation Are you an aviation training professional, operator, or supplier interested in pilot competency? Would you like to actively participate in an independent, non-profit, global initiative dedicated to ensuring pilot competency and professionalism? Ask the author how you can become involved with the International Association of Flight Training Professionals (IAFTP). cat About the Author Robert Barnes is Acting Director of the International Association of Flight Training Professionals and moderated the International VLJ Training Stakeholders’ Discussion Group from 2006-2009. He has been involved with aviation safety and pilot training for more than 40 years and was principle author for the CAT series on personal pilot credentials from 2002-2004 (Email: RBarnes@IAFTP.org).

Screenshot credit: Pelesys.

Training Technology

LMS 101 Brad Cooper offers guidance on the terminology surrounding LMS, or Learning Management Systems.

E

very year, aviation trainers are presented with a tempting array of goodies from technology providers like new simulator software, new delivery devices, and new software titles with stunning graphics. These are the cool toys, the ones you dream about implementing, the “movie stars” of the training world.

They call you like a siren’s song at the trade shows, keeping you waiting in line to try them out. A much smaller crowd forms in front of another type of software product, one that’s not as exciting but without it, the cool toys are virtually useless. Without it, the best simulators and courseware titles live in an isolated world, unable to play a strategic role in the overall training program. These small crowds are in front of the LMS vendors.

An LMS, or learning management system, is a database application that manages access to and recordkeeping of training activities. While that sounds pretty straightforward, each LMS has its own strengths and weaknesses and the category as a whole can be roughly broken down into three types: • CMI – stands for computer managed instruction. These systems are usually specific to a set of elearning

courses, often airframe-specific, often organized by job function. A CMI manages access to and completion status of the elearning courses, but usually is self-contained. CMIs usually do not incorporate courses from other sources and often do not share data with other systems. Most courseware packages offered by airframe manufacturers include a CMI. • LCMS – stands for learning content management system. These systems are most commonly used by organizations that use off-the-shelf courseware as well as creating their own. An LCMS manages the development of learning content, the assignment and distribution of the courseware and the recordkeeping of courseware completion. Since most LCMS applications are neither airframe nor vendor-specific, they can be used to manage a wide variety of courses for many job positions across the company.

An excellent example of an LCMS is Outstart LCMS. • LMS – the learning management system. While an LMS and an LCMS share some functions, an LMS is designed to manage all types of training – elearning, classroom, on-the-job training, simulator, hours-based training, document/procedure-based requirements,

virtually anything you need to consider.

Some LMS applications include features for managing classroom scheduling, notifications of recurring training needs and integration with other management systems such as HR, document management and physical access control. The main difference between an LMS and an LCMS is that the LMS usually manages the distribution and recordkeeping for finished courseware – they usually don’t have very robust features for managing the courseware design and development process. Depending on the technical architecture and the depth of functionality, some LMS applications are aimed at smaller, more departmental implementations while others are aimed at larger, more company-wide implementation. Examples of LMS applications include Plateau, Saba, Pelesys, and Outstart TrainingEdge.

The most confusing aspect of discussing LMS in the aviation community is that the three types of system described above are all referred to as an “LMS”.

The type of system that is right for you and your company depends on many factors including the way your training program is organized, the amount of interaction with other systems you need (or want), the level of implementation you need (departmental or corporate) and the technical infrastructure and level of support you have to support the application. Some companies use one system, some companies use a mix of systems – CMI for the manufacturer supplied courseware, an LCMS for internally developed courseware and an LMS to organize it all.

So the next time you’re at WATS, APATS or EATS and you see a big crowd queuing up for the newest, coolest simulator, let the line die down a bit and go check out the LMS folks. What you’ll find may not be as exhilarating to the senses, but to your training organization, it will be time well spent. cat About the Author Brad Cooper is a co-founder and a Senior Vice President of Plateau Systems, Ltd., and is a member of the Executive Committee of the Aviation Industry CBT Committee (AICC). He has been designing and implementing learning management systems for almost 20 years.

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Conference Report

Organised by:

Make Way For The ‘Y’ Generation APATS took place in Kuala Lumpur for the first time, and the 2010 event, which was held in the Shangri La hotel, was bigger than ever. Chris Long reports.

R

oei Ganzarski, Chief Customer Officer, Boeing Training and Flight Services, delivered the keynote speech (the full version is available at halldale.com/APATS then select Proceedings) to over 280 delegates, and he set the tone for a recurrent theme for the show, which was on how best to engage and train effectively a generation whose whole way of thinking and approach to learning differs dramatically from earlier generations. He scaled the size of the training task by citing the Boeing Training and Flight Services’ Current Market Outlook, which was released at APATS and in which “we project that a total of about one million pilots and mechanics will be needed over the next 20 years. Those pilots and mechanics, like my children, are nine years old today, or 15, or maybe even as old as 20. How we prepare and Gold Sponsor

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Silver Sponsors

CAT MAGAZINE • ISSUE 5/2010

Above This year’s event attracted over 280 attendees.

All images: David Malley/Halldale Media.

train this new generation of pilots and mechanics over the next two decades will determine how well we succeed... individually and collectively.

In Asia Pacific alone, the need for pilots and mechanics is stunning, and in 20 years will account for nearly 40 percent of the pilots and 35 percent of the mechanics needed worldwide. But as I said, the future pilots and mechanics are not like the ones we know today. They are growing up, like my children - right now - in a different world. They are enjoying and suffering through different experiences and learning as they go with different styles. Our task, our challenge, is Bronze Sponsors

to adapt to their learning styles instead of asking them…or forcing them…to adapt to a teaching methodology that has no relevance in their new world. Their world is a different one than most of us grew up in. Right now on YouTube there is a popular video called “Shift Happens” that suggests that it took radio 38 years to reach an audience of 50 million people and it took television 13 years to do the same. By comparison, this video suggests that it took the internet four years, the iPod three years and Facebook only two years to reach those same amazing numbers. This is not the same world in which we developed our learning styles.

Like it or not, this is a new world. The question is - will we adapt to it, or disappear like the flightless dodo birds and be overcome by a new species of training organizations?”

Many of the presentations which followed echoed those sentiments, but the debate broadened not just into what technologies would be available to reach to these new pilots, but more importantly, what teaching methodologies would be appropriate to address the challenge of providing effective training for a generation who think and learn in a completely different way.

The decision on those methodologies is certainly important, but there were useful reminders of just how critical is the knowledge and competence in the very basic skills of aircraft handling and situational awareness. Using specific case studies of incidents and accidents which indicate shortfalls in competence, and therefore potentially in training and checking, the delegates were encouraged not only to puzzle about new training methods, but also to refocus on eternal truths of aviation. The fundamentals of understanding what happens to an aircraft at the stall, in icing conditions and at high altitude need to be fully assimilated and not just ticked off in a box on a multi-choice exam. This understanding, and being able to exercise the appropriate actions to control the situation, is a fundamental pilot competency, and merits particular attention.

Concern was expressed that, in an effort to adapt training to the new generation, there is a possibility that in some way there may some temptation to “soften” the requirements of what KSAs are needed in the cockpit. Those KSAs are still an absolute imperative and are a product of hard-won lessons and which, for the foreseeable future, will still hold good. Whilst it is evidently true that the new generation have a shorter attention span and routinely multi-task, the flight deck crew still have to have the self-discipline to be able to concentrate on the task in hand, whether that be the shortterm workload of a demanding approach, or the lower arousal state required of monitoring aircraft performance and automation during the cruise.

Above The busy exhibition at this year’s show.

Left Keynote speaker Roei Ganzarski, Boeing Training & Flight Services.

APATS 2010 Speakers

There is already anecdotal evidence of “task-drift” during the low workload phases of aircraft operation, when the generational norm of immediately turning to some other more attractive and stimulating task leads the attention away from what is happening to the aircraft and its flight path. The challenge is to lead new pilots, used to rapidly flicking through near-simultaneous but separate activities, to a more systematic and disciplined way of thinking so that they can understand the criticality of the monitoring function. That will not be easy.

So, as always, APATS answered many questions, but also posed others, and the intensive networking and debate continued around the event. One particularly striking characteristic of this year’s event was the high attendance level right through to the last session – an indication of the powerful engagement of the delegates to these critical issues. cat

• Roei Ganzarski – Boeing Training & Flight Services • Gabriel Batstone – CAE Flightscape • Nick Kranenburg – SimJET Training Systems • Nassima Hamza – Thales • Daniel I Cheney – FAA • Lex Heemstra – Emirates • David Bentley - Aviation Australia • Capt. Dr. Christian Norden – Airbus • Capt. Nasaruddin Abu Bakar – Malaysia Airlines • Mark Sawyer – Aerosim • Cor Blokzijl – Mandala Airlines • Per de la Motte – Oxford Aviation Academy • Mike Varney – IATA • Leja Noe – IFALPA • Glenn Rowland-North – Qantas • Tim Thane – Cathay Pacific • Simon Chean – CAD Hong Kong • Tim Karstetter – DynEd • Paul Kolisch – Mesaba Airlines • Capt. Anirute Sangrit – Thai Airways • Walter Visser – CAE Global Academy • Fareh Ishraf Mazputra – AirAsia • Stewart Cameron – Airline Academy of Australia Host Airline

Supported by

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FFS all employing common software to maximise the consistency of the training experience.

Increasing Complexity

The Link Prize 2010:

Engineering a Winner The Link Award, named after the founder of the aircraft simulation industry, was presented to a deserving recipient at this year’s FSEMC. Chris Long reports.

T

he recent FSEMC, this year sponsored by Thales, was held in Brighton, UK. High on the agenda was the decision to award the primary prize – the Link Award, named after the founder of the aircraft simulation industry. This award is not automatically presented each year, but only when the FSEMC wishes to recognise an individual who has made a particularly valuable contribution to the world of simulation.

In the firmament of engineering awards there are just two which are particularly valued in this industry; the Royal Aeronautical Society Flight Simulation Medal, and this Link Prize.

This year’s winner, Prof. Dave White, Chief Scientist at Thales, has become only the third individual to have won both awards. He has been in the simulation business for some 33 years, and has 34

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been involved in virtually all the major civil new aircraft programmes over that period of time, as well as having completed work on many significant military simulation projects.

Dave’s career has spanned development of such milestones as the twin dome air combat simulator at Warton, UK, through to more recent work on the B777, A380, A400M and B787. However there are two key areas in which he led the world to more effective simulation.

In the early 90s he was the first to introduce the idea of re-using actual aircraft code for simulation purposes with the B737 FM. That is now a global industry norm. The same is true of another breakthrough in the late 90s, when he expanded that principle of re-hosting the aircraft code to roll out an entire family of training platforms from desktop to

A self-professed technology geek, Dave is most enthusiastic and passionate about his recent work on the B787.

Whereas all other design skills in the aviation industry are highly specialised in their specific niche, simulation is the only area where the entire aircraft and its systems have to be understood and integrated under a unified design discipline. The scale of complexity has always been a challenge, but there has been a massive increase in the number of distinct systems and interfaces on any given aircraft. Whereas aircraft of the generation of the B737 had some 5000 interfaces to consider, the B777 and A380 showed a tenfold increase on that; however the B787 has around half a million, linking some 180 aircraft software parts. The Dreamliner development has resulted in about 3700 different loadable software aircraft parts being delivered so far, and this is a continuing process as the aircraft flight tests and simulator approvals are progressing in parallel. An example of where this can lead to is that when the regulators were performing approval checks for the simulator they were able to note in some cases that the simulator reflected where the performance of the aircraft was going to be shortly, and were only able to confirm that on the aircraft later on.

The result of such intense activity (over 10,000 hours of flight crew familiarisation and training) is that the Thales FFS and FPT have become the first to be approved by the FAA to Interim Level C and Level 5/EASA Level 2 respectively.

The regulators from the FAA, EASA and JCAB have approved the Initial TIA Production Software load as the benchmark level, and the rollout of approval of the training suites is proceeding apace with 16 approvals already granted in Seattle, Singapore and Crawley over five weeks, shortly to be followed in Japan. cat

world news & analysis

Training Technology

Left This year’s winner of the FSEMC Link Award is Thales Chief Scientist Professor David White.

Image credit: Thales.

world news & analysis

Seen&Heard Compiled and edited by the CAT editorial team.

For daily breaking S&T news - go to www.halldale.com.

New Boeing Crew Assessment Report Cites Growing Demand The commercial aviation industry will require 466,650 pilots and 596,500 maintenance personnel over the next 20 years to accommodate the strong demand for new and replacement aircraft, according to a crew assessment forecast from Boeing. Airlines will need an average of 23,300 new pilots and 30,000 new maintenance personnel per year from 2010 to 2029.

“When you add up all the numbers, you quickly understand the issues facing this industry,” said Roei Ganzarski, chief customer officer, Boeing Training & Flight Services. “Our challenge is adapting our training to engage the future generation of people who will fly and maintain the more than 30,000 airplanes that will be delivered by 2029.”

The largest growth in both pilots and maintenance workers will be in the Asia-Pacific region with a requirement for 180,600 and 220,000 respectively.

Within Asia, China will experience the greatest need for pilots and maintenance personnel - 70,600 and 96,400 respectively.

North America will need 97,350 pilots and 137,000 maintenance workers; Europe will need 94,800 pilots and 122,000 maintenance personnel; Africa will need 13,200 pilots and 15,000 maintenance personnel; the Middle East will need 32,700 pilots and 44,500 maintenance personnel; Latin America will need 37,000 pilots and 44,000 maintenance personnel; and the CIS will need 11,000 pilots and 14,000 maintenance personnel.

Above Bond Protection will give substantial financial risk protection to a cadet.

Image Credit: CTC Aviation.

Pilot Recruitment and Selection CTC Wings Announces £40,000 Bond Protection - CTC Aviation Group plc, has announced an increase to their unique ‘Bond Protection’ package to provide additional peace of mind to those considering training with CTC Wings. The new £40,000 Bond Protection package is believed to be one of the largest financial risk protection packages for ab initio training in the industry.

During the ab initio or CPL/IR training period, CTC Wings Cadets are required to deposit a security bond with CTC. The Bond Protection provided

by CTC gives substantial financial risk protection to a CTC Wings Cadet during this stage of training, where up to

£40,000 of an individual’s security bond may be refunded by CTC in the unlikely event of course failure.

New IATA Pilot Aptitude Testing Manual - IATA has produced a new manual called the Guidance Material and Best Practices for Pilot Aptitude Testing. The manual is written from a practical perspective, and supports managers in the field of pilot selection and aptitude testing with tools to implement a pilot aptitude testing system in their organization.

In this guidance material, IATA provides a summarized overview of the most important aspects of aptitude testing. The aim is to provide a single source document. The term “Aptitude Testing” is used throughout the document as a hypernym, overarching all areas of aptitude diagnostics (basic abilities, specific/operational abilities, social competencies and personality traits) used CAT MAGAZINE • ISSUE 5/2010

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world news & analysis

during screening and selection procedures. This document will enable aviation managers to compare and discuss the characteristic strengths and weaknesses of available aptitude testing systems with aviation psychologists, human factors experts, and test providers to collaboratively develop a suitable solution for the operator.

Pilot Training FlightSafety and Boeing to Jointly Offer First Officer Training Program - FlightSafety International and Boeing Training & Flight Services have entered into an agreement to jointly offer a comprehensive First Officer training program.

The companies say the program will help airlines meet their growing pilot hiring and training requirements and will give FlightSafety Academy graduates better opportunities to become a professional pilot.

The two-phase program is designed to provide those with no prior flying experience the opportunity to pursue a career as a professional pilot. Phase one includes a 34-week ab initio training course at FlightSafety Academy in Vero Beach, Florida, where graduates will earn their private pilot license, multiengine and instrument ratings and commercial/multi-engine certification.

Phase two of the program is designed to provide the pilots with the background and skills required to fly a jet. Boeing Training & Flight Services will offer the course, that covers topics such as high-altitude aerodynamics, wing design, jet engines, flight controls, weight and balance airline operations, advanced navigation and other key areas – immediately

Are you concerned about implementing ICAO Language Proficiency Requirements?

INTERNATIONAL CIVIL AVIATION ENGLISH ASSOCIATION

Then join us in Kuala Lumpur on 23rd and 24th November.

For more information about 10th ICAEA forum, hosted by GGIFA, please look at: www.icaea.pansa.pl

36

CAT MAGAZINE • ISSUE 5/2010

www.ggifa.edu.my

followed with a full type-rating program. Graduates of both phases will have a type rating in either a Boeing Next-Generation 737 or Airbus A320 aircraft and be fully qualified to become a First Officer.

Training of Air Berlin Pilots to Continue at LFT - The Air Berlin Group is continuing to entrust the training of its cockpit crews to Lufthansa Flight Training (LFT). The airline has extended its partnership agreement with LFT and will have its pilots trained exclusively on LFT flight simulators until at least the end of 2015.

Most of the required training takes place at Air Berlin’s preferred base at Berlin Schönefeld. Air Berlin currently operates a fleet of 165 aircraft. “The simulator training at LFT is a key component of our pilot training and ensures that cockpit crews are trained to the latest standards,” said Ralf Nagel, Corporate Director Training at Air Berlin.

Flight School News Delta Connection Academy Becomes Aerosim Flight Academy - Delta Connection Academy, which was acquired

by Aerosim in January, has changed its name to Aerosim Flight Academy. The renaming of the academy is part of the company’s strategy to grow its service offerings. Aerosim says the expansion allows it to serve traditional customers while offering students additional training opportunities.

Through the academy acquisition, Aerosim now also provides training at four US campuses for first time pilots pursuing primary flight training where they can achieve private, commercial, multi-engine and instrument ratings as well as flight instructor ratings and airline first officer courses.

PAIFA Acquires Aeroservice Aviation Center - Pan Am International Flight Academy, Inc (PAIFA) has acquired Miamibased Aeroservice Aviation Center, LLC. Under the terms of the agreement, Pan Am purchased all of Aeroservice’s training and simulator assets.

The current Aeroservice simulators will be integrated into Pan Am’s system and will be positioned where they most effectively serve its customer base. Aeroservice’s Miami training center will become Pan Am’s seventh training facility and will operate under Pan Am’s Part 142 certificate.

“Pan Am is pleased to have acquired Aeroservice, who has been a respected training provider since 1976. Combining Aeroservice’s assets into Pan Am’s extensive training resources will further enhance the training solutions we provide to our customers. In addition, this acquisition re-affirms our commitment to being a leader in providing training services to the aviation and airline industry,” said Vito Cutrone, president and chief executive officer, Pan Am International Flight Academy.

Volito to Sell 51 percent Shares in Scandinavian Aviation Academy - Volito has made an agreement to sell 51 percent of the shares in Scandinavian Aviation Academy. The buyer of Scandinavian Aviation Academy is a company owned

by Olof Bärve, Thomas Wallén and Michael Sjöö, all of whom have been employed by SAS Flight Academy and SAS and have extensive experience in pilot training.

Olof Bärve has been a board member of Scandinavian Avia-

tion Academy for some years, Thomas Wallén has previously been CEO for Scandinavian Aviation Academy, and Michael Sjöö is an airline captain with much experience of quality and safety issues in aviation.

SimJET Partners with Airline Academy of Australia - SimJET Training Systems has entered into a strategic partnership with the Airline Academy of Australia (AAA) to enhance the school’s capabilities to train pilots up to airline standard. Under the agreement, SimJET will provide AAA students access to a Boeing 737-800 simulator and Airbus A320 procedural training device, making it the first flying training academy in Australia to offer these training devices.

Australian AeroSpace Training Center Launched - Australian Training and Workforce Development Minister Peter Collier has launched the AeroSpace Training Centre at Jandakot airport, which will provide students with hands-on learning in the aviation industry.

Operated by Polytechnic West, with industry support, the centre has the capacity to train more than 300 students annually. Training is provided in Aircraft Maintenance Engineering, Aviation Management and Pilot Studies, with additional courses being developed to cover cabin crew and airline operations.

Among the centre’s new state-of-the-art equipment is an aircraft fleet comprising a Boeing 737, a Cessna 340, a Beech Baron and a Robinson R22 helicopter.

Air Astana Extends Pilot Training College Agreement - Pilot Training College (PTC), based in Ireland, is to train up to 60 new cadets annually for the Kazakhstani flag carrier, Air Astana.

PTC commenced training Air Astana students in April 2009 and since then eight Air Astana cadets have graduated from PTC and a further 30 are currently training in the Florida Training Centre.

With this new contract Air Astana also announced that PTC has been chosen to manage all future assessment and selection of new ab initio cadets on their behalf, further endorsing the strong ties that exist between both organizations.

A major draw to PTC for the leading international and regional airlines such as Air Astana and Flybe are the benefits

in training from two distinct locations.

PTC Waterford provides trainee pilots with excellent IMC conditions ideal for instrument training, while PTC Florida provides students with the broadest flying education possible with over 300 days of near perfect visual flight rules conditions.

ATR Opens First Training Centre in Africa - ATR has announced the opening of its first training centre in Africa in partnership with South African airline, Comair. The centre, to be based in Johannesburg, South Africa, will be operational in April 2011. It will be equipped with an FFS and will provide training for ATR 42-300, ATR 42-500, ATR 72-200 and ATR 72-500 aircraft.

ATR’s decision to open this training centre is due to its growing presence on the continent, both in terms of an increased number of operators and aircraft. Today, 80 ATR aircraft are being operated by 29 carriers in 20 African countries. Since 2005, ATR has received orders for some 50 new aircraft for African carriers.

Full Flight Simulators CAE Airbus Contract for World’s First A350 XWB Simulators - CAE has signed a contract with Airbus to

design and manufacture two CAE 7000 Series full flight simulators (FFSs) for the Airbus A350 XWB - the world’s first FFSs for the new long-range aircraft. CAE will also develop six CAE Simfinity™ A350 XWB Airbus Procedures Trainers and perform a range of upgrades on Airbus-owned FFSs. The company received an additional contract from a North American customer to provide a Boeing 777 FFS. The contracts are worth approximately C$70 million and bring the total FFS sales that CAE has announced in fiscal year 2011 to nine.

The first FFS for the A350 XWB is scheduled to be delivered in late 2012 to the Airbus Training Centre in Toulouse, France, where it will be used by Airbus to support aircraft training developments and certification, as well as for initial training of pilots for customers taking delivery of the aircraft. The A350 XWB FFS will be initially qualified to interim Level C regulatory standards; and, after final aircraft flight data is available, the simulator will be updated to Level D qualification standards. The location of the second A350 XWB FFS installation is still to be determined and Airbus holds an option for a third A350 XWB FFS. The agreement includes provisions for the placement by CAE of additional A350 simulators in its network as the market develops.

Combine modern training environment with beauties of historical city of Prague

Czech Airlines Air Crew Training Centre at the Airport Prague Ruzyně, TRTO approved by the CAA of the Czech Republic. Training courses for pilots and cabin crews – all according to JAR-FCL1 and EU-OPS1.

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ATR 42/72 FTD Level 2 MCC, IFR training A320 Full Flight Simulator + A320 MFTD 3D B737 Full Flight Simulator CBT for A320, B737 and ATR 42/72 A320 CEET with motion, B737 Cabin Trainer Fire Fighting Mock up

Funny Flying with CSA instructors on our flight simulators.

Courses to combat Fear of Flying.

For complete details and to schedule your training event contact us on box.crewtrain@csa.cz or phone nr. 00420 2 2011 2213

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Boeing Launches 787 Dreamliner Flight Training - Boeing Training & Flight Services began 787 Dreamliner flight certification training with provisional approval from the US Federal Aviation Administration (FAA) for Boeing’s Seattle-based 787 flight training devices. Pilots will train on a 787 flat panel training device and a 787 full flight simulator, both of which are manufactured by Thales.

The provisional designation will be removed once the airplane is fully certified. Local FAA offices will approve training courses customized for individual operators – which may be based on provisional approvals prior to certification of the airplane.

“The innovations of the 787 have inspired us to develop the most effective training curriculum based on our customers’ training needs matched with efficient delivery and modern simulation tools,” said Sherry Carbary, vice president, Flight Services, Boeing Commercial Airplanes. “With the FAA’s approval on our flight training devices, we are embarking on an exciting journey toward delivering qualified and competent crews.”

CAE Sells Full Flight Simulators to Korean Air and Air China - CAE has sold four CAE 7000 Series full flight simulators and related CAE Simfinity™ training devices worth approximately C$65 million. An Airbus A380 FFS and a Boeing 777-300ER (extended range) FFS has been sold to Korean Air and an Airbus A330 FFS and a Boeing 737-800 FFS to Air China.

The Boeing 777-300ER simulator will be delivered to Korean Air’s pilot training centre at Incheon in 2011 and the A380 FFS will be delivered in early 2012. The new simulators will be qualified by Korea’s civil aviation authority to Level D. The order also includes a CAE Simfinity Airbus pilot transition (APT) trainer and a CAE Simfinity A380 flight management system trainer (FMST).

The A330 and B737-800 FFSs will be delivered to the Air China training centre in Beijing in early 2012. The simulators will incorporate full six-degreeof-freedom CAE True™ electric motion systems and new-generation CAE Tropos™-6000 visual systems, including liquid crystal on silicon (LCoS) projec38

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tors and 200- by 40-degree field-of-view visual displays and will be certified to Level D by the Civil Aviation Administration of China (CAAC).

Above SimCom’s Eclipse EA500 FFS. Image Credit: SimCom.

SimCom Eclipse EA500 FFSs Get FAA Level D Certification - The FAA has awarded Level D certification to the Eclipse Aerospace EA500 full motion simulators at SimCom’s training facility in Orlando, Florida. SimCom also received FAA approval for its Eclipse 500 pilot training program that includes Initial, Recurrent, Differences and Mentor training. Eclipse 500 pilots will be able to schedule factory approved training provided by SimCom as early as October 2010.

The EA500 is the world’s first “Very Light Jet,” with a cruising speed of 425 miles per hour and capable of a distance of over 1,100 non-stop nautical miles.

The Eclipse twin-engine jet is able to fly at a 41,000 foot ceiling and burn as little as 48 gallons of fuel per hour.

SimCom and Eclipse Aerospace, Inc. announced their strategic partnership to provide pilot training for EA500 owners and operators earlier this the year.

The agreement established SimCom as the exclusive provider of factory authorized simulator based training for Eclipse.

(FSTD) by Oxford Aviation Academy (OAA) for their Australian center based in Melbourne. The order consists of an Ascent® Jet Trainer™ and an Ascent Flight Trainer™.

The first is configured as a regional jet and will be used for MCC training in a jet environment and jet orientation courses while the second will be used for IR training. It closely replicates a Cessna C172S. Both units are ideally suited to meet the challenges of MCC and MPL implementation in Australia and will be installed in the course of 2010.

The Ascent Jet Trainer will be qualified JAR FSTD A FNPT II MCC under EASA regulations and will be compliant with ICAO FSTD Type 2 requirements.

The Ascent Flight Trainer, reflecting the newest “S” version of the Cessna 172, will integrate real Garmin 1044B GDU enabling the students to train for IR in a high fidelity environment. The unit will meet and exceed FTD Level 5 as per FAA 14 CFR Part 60 Change 1 equivalent to JAR-FSTD A FNPT II. Maintenance Training

Flight Training Devices Oxford Selects Mechtronix FNPTs for Australia Base - Mechtronix Systems Inc. has announced the purchase of two flight simulation training devices

Aviation Australia Receives Dash 8 Courseware Approval - Aviation Australia has been approved to provide Part 147 equivalent Dash 8 100/200/300 Engineering Type Courses under CAO

100.66, and is the first in Australia to receive this approval from CASA in both the category of B1.1 - Turbine Aeroplanes and B2 - Avionics. This new approval provides engineers the opportunity to pursue Dash 8 type training within the B1.1 category; providing additional electrical category and avionics LRU certification outcomes upon CASA endorsement.

First Maintenance Training Services Agreement Signed with Airbus - SR Technics is the first member within the Airbus Maintenance Training Network who has signed a Maintenance Training Services Contract with Airbus. Under the agreement SR Technics will offer different types of training services for Airbus customers.

Courses complying with the Airbus Maintenance Crew Training Manual (MCTM) can be given now by a mixed team of SR Technics and Airbus instructors. In the Airbus Competence Training classrooms instructors will use the latest software and hardware to make courses more interactive and to reduce the amount of practical training on aircraft to save time and costs.

The agreement is the result of a strong and long-standing partnership between Airbus and SR Technics. Customers will benefit from a wider range and more local access to training centers.

Honeywell-CAE Maintenance Training Courses in Europe, Middle East, and Asia - The Honeywell-CAE Training Alliance is now offering maintenance training courses for technicians in Europe, the Middle East, and Asia, and is incorporating the expertise of other partners. The alliance delivers technical training at the Honeywell Aerospace Academy in Phoenix, Arizona, in CAE training centres worldwide, at selected partner locations, and at customer facilities and further their career in aviation.

fication for its Frasca-built EC225 full flight simulator (FFS). The EC225 FFS is the second certified helicopter device under JAA with both Level B FFS and Level III FTD approval. The first was Bristow’s S92 FFS, also built by Frasca, qualified earlier this year.

The EC225 and S92 FFSs are being used at the Bristow Academy in Aberdeen to support training requirements for Bristow’s global fleet of S92 and EC225 aircraft. Both units feature 6 axis electric motion base, TruVision™ Global visual system with custom databases and wrap around display system.

Eurocopter, Tongji University Sign Cooperation Agreement - Eurocopter has signed a cooperation agreement with China’s Tongji University that integrates this Shanghai-based educational institute into the company’s family of partner universities, with the goal of training future technicians and engineers in helicopter technology and reinforcing the international exchange in research and development. Tongji University becomes the first in Asia to join Eurocopter’s family of partner universities, which was established in 2008 to create a pool of aeronautical competence for the future of the rotary-wing aircraft industry.

Eurocopter and Tongji University will establish a helicopter training programme that brings specialised visiting professors to Shanghai for lectures, and will offer internships in the company’s different facilities in China and abroad. Additionally, scholarships are to be provided for highly motivated students, and career opportunities will be offered as part of Eurocopter’s successful policy of working locally and internationally Bristow Academy Receives Approval for NVG Training - Bristow Academy Inc., a division of Bristow Group Inc., has received FAA approval for a Part 141 Night Vision Goggle (NVG)

Visual Systems JVC Introduces Visualization Series Projector - JVC Professional Products, a division of JVC USA, unveiled the DLAVS2100U D-ILA projector at 2010 FSEMC in Brighton, UK. The newest addition to JVC’s Visualization Series, the rugged DLAVS2100U was specifically developed for simulation environments and other visualization applications.

The DLA-VS2100U has a new optical engine that uses three D-ILA imagers to deliver 1920x1080 native resolution and 20,000:1 native contrast ratio, which is double the contrast of JVC’s current model, the DLA-VS2000U. The new projector also features a new 220W UHP lamp that delivers 1000 ANSI lumens, an increase in brightness that will provide greater brightness headroom in larger or low-efficiency systems as well as a lower cost of ownership.

A key new feature is an anti-smear reduction mode, which reduces image smearing during fast-motion scenes through frame insertion or black frame insertion without sacrificing light output. In addition, a new color management system enables users to match color primaries to other projectors.

Autumn 2010 Flight Simulation Conference The Challenges for Flight Simulation – The Next Steps Wednesday 17 – Thursday 18 November 2010 No.4 Hamilton Place, London W1J 7BQ, UK Has Flight Simulation technology reached a plateau? Are there still challenges to be resolved?

Join us at this Royal Aeronautical Society conference where we will identify and address these challenges.

www.aerosociety.com/conference Sponsored by:

Helicopter Training Bristow’s Frasca EC225 FFS Gets Dual Qualification Bristow Academy in Aberdeen, Scotland has received dual qualiCAT MAGAZINE • ISSUE 5/2010 787 RAeS_flight_sim_qrt_ad_F.ind1 1

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training program. The NVG program will train helicopter pilots to operate safely at night while using helmet-mounted night vision goggle equipment. This technology is rapidly becoming the standard for helicopter operators engaged in Emergency Medical Services, Airborne Law Enforcement, and Search and Rescue.

The NVG program includes two courses, an initial course and a refresher course. The initial course is designed for helicopter pilots with limited or no previous experience with the use of Night Vision Goggles, while the refresher course is designed for helicopter pilots who are already NVG qualified, but may not have flown under NVGs in the last four months.

Bristow Academy currently has five NVG-compatible Bell 206-B3 helicopters at its Titusville, Florida campus in which the NVG training will initially be offered.

Approval for NVG training in the Academy’s six NVG-compatible Schweizer 300 CBi helicopters is expected in the near future.

been selected by Gulf Aviation Academy (GAA) to supply an Embraer 170/190 door trainer.

GAA, a fully-owned subsidiary of Mumtalakat, the investment arm of the Kingdom of Brunei, offers a wide range of high quality aviation training solutions for the aviation industry in the MENA region. GAA’s training facility, located at Bahrain International Airport, provides state-of-the-art simulator equipment to all aviation personnel including pilots, engineers and cabin crew.

The new Embraer door trainer will be equipped with the main door and the over wing exit. Furthermore, it will be equipped with a virtual slide system, a TFC innovation which allows even more training options than a real training slide.

B2 model in Phoenix, Arizona, has been qualified by the U.S. Federal Aviation Administration (FAA) for Level 7 flight training device credits.

The CAE 3000 Series helicopter mission simulators feature unprecedented realism for helicopter-specific mission training, including offshore, emergency medical services, law enforcement, long line, high-altitude, corporate, and other operations. The simulators allow pilots to practice challenging procedures without risk such as low-level flight, confined area operations and autorotation.

The CAE 3000 Series Level 7 simulator is designed to the emerging International Civil Aviation Organization (ICAO) Type III standards, which could provide 100% of training tasks for Instrument Rating (IR), Air Transport Pilot License (ATPL), Type Rating (TR), Recurrent License (RL) and Operator-Specific (OS) training, and up to 50% of tasks for Training to Proficiency requirements.

Business Aircraft Training FlightSafety to Offer King Air 350 Training in Australia - FlightSafety International is to offer Beechcraft King Air 350 training in Australia by installing a full flight simulator at the Ansett Aviation Training facility in Melbourne

Cabin Crew Training First CAE 3000 Series Helicopter Mission Simulator FAA Qualified - The first CAE 3000 Series helicopter mission simulator, a Eurocopter AS350

TFC to Supply Cabin Training Devices to GAA - TFC Technik and Simulatoren GmbH of Germany has

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by the end of 2011. The King Air 350 simulator will feature the Rockwell Collins Pro Line 21 Integrated Avionics System and will be available to King Air 200 aircraft operators for differences training. The simulator will be equipped with FlightSafety’s VITAL Visual System and electric motion and control loading technology.

ATC Training SimJET Offers Adacel ATC in a Box on Training Devices - Australian flight simulator manufacturer SimJET Training Systems has announced that automated air traffic control communications programmes would now be standard inclusions on all of its devices, enabling pilots to include ATC conversations in their training.

Attending the Asia Pacific Aviation Training Symposium (APATS) in Kuala Lumpur, Malaysia, SimJET managing director Nicholas Kranenburg said his company would install its first Adacel “ATC in a Box” (ATCiB) programme on a full Boeing 737-800 simulator in Brisbane. He also announced that SimJET and Canada-based Adacel Inc. had signed a Memorandum of Understanding to install the ATCiB system on all SimJET simulators.

Courseware Eastern SkyJets Begins 737 Training with CPaT CBT - Eastern SkyJets based in Dubai, UAE, has introduced CPaT’s B737-300/400/500 flight training computer-based training (CBT/WBT) course into its crew training program.

CPaT is also providing the use of its Learning Management System (LMS) and all of its Specialty programs.

Pelesys Launches New General Subjects Training Courses - Pelesys has completed the development of an extensive library of Specialty/General operating subject courseware, designed for initial or recurrent training and regulatory compliance. There are now 27 general subjects courses available in Pelesys’ library including RVSM, Low Visibility, Dangerous Goods, RNP/RNAV Operations and CPDLC ADS Operations.

The latest addition is a Security training course.

All the courses are updated regularly

to ensure the latest compliance with regulations including FAA and JAR-OPS. “We are very pleased with our library of courses,” said Allan Greene, Pelesys’ Vice President of Sales and Marketing. “We now have over 50 airlines and ATO’s using our courses in many geographical and regulatory regions around the world. Feedback from our customers demonstrates high satisfaction levels with the courseware in general and a special preference for the new courses they receive each year that have been updated to ensure alignment to their specific regulation and operational requirements.”

Insel Air Selects CPaT for Flight Crew Training - CPaT has sold its MD80 flight training computer-based training (CBT/WBT) courseware to Insel Air International, based in Curacao, Netherlands Antilles. Insel will use the CPaT courseware to cover both its initial and recurrent training and will also use CPaT’s Learning Management System (LMS) and General Subject programs.

Aviation Technical Training Airservices Australia Partnership for Technical, ATC Training - Airservices Australia has entered a partnership with the Country Education Foundation of Australia to enhance opportunities for rural youth to gain employment in the aviation industry.

The initiative will allow young people to access additional dedicated places in the Airservices technical traineeship and air traffic control training programs next year.

Airservices General Manager of People and Change Caroline Fleming said the partnership would help the company find talented young people in rural and regional areas who want to pursue an aviation career. She said the CEFA partnership included an Airservices technical trainee program at Wagga Wagga’s Riverina Institute of TAFE, which will enter its third year in 2011.

Arrivals and Departures Kevin Cullen Joins Spatial - Spatial Composite Solutions, the Dubai-based manufacturer of aircraft cabin simulators, has appointed Kevin Cullen as its new Business Development Manager,

Above Kevin Cullen - Spatial Composite Solutions’ new Business Development Manager.

Image Credit: Spatial Composite Solutions.

based in London. He will support Spatial’s global development and growth plans in the cabin crew training equipment market, seeking new business opportunities for the company’s door trainers, service trainers and evacuation trainers.

Cullen has more than 20 years of experience in the cabin crew training industry from start up to full market penetration at Raytheon, Atlantic Cabins and EDM Ltd. Ansett Appoints Dave Welsh Sales and Marketing Manager - Ansett Aviation Training in Tullamarine, Victoria, Australia appointed Dave Welsh to the position of Sales and Marketing Manager reporting directly to the Managing Director. He will be the primary point of contact for new and existing customers and will lead Ansett’s Customer Services Team. Welsh has been in the industry for over 20 years, most recently in a Sales and Marketing role with John Holland Aviation Services’ aviation components business.

New CEO for Alsim - Graeme Ogilvie has joined the Alsim team as CEO. Formerly with the RAF, Graeme was a captain with Cathay Pacific for 25 years and subsequently refounded Air Hong Kong and Global Training Solutions.

Graeme’s knowledge of the aeronautics industry and his experience as a pilot will be a great asset for Alsim’s current and future projects.

CAT MAGAZINE • ISSUE 5/2010

41

world news & analysis

New Sales and Marketing Manager for CCAT - Cabair College of Air Training at Cranfield (CCAT) have appointed a new Sales and Marketing Manager to head up their busy sales team based at Cranfield innovation Centre on the Cranfield Airport University Campus.

Sheldon England not only has a wide experience in sales and marketing but he holds a commercial pilot’s licence and instrument rating having worked as a commercial flying instructor and as a charter/cargo pilot in the USA. He is very keen to pass on his knowledge and experience to prospective student pilots.

Andy Johnson Manager of FlightSafety Orlando Training Center - FlightSafety International has promoted Andy Johnson to Manager of the company’s Learning Center in Orlando, Florida. Johnson joined FlightSafety in 2007 after a 27-year career in the US Navy. Johnson leaves his post as Assistant Manager of FlightSafety’s Cessna Learning Center in Wichita, Kansas.

When he retired from the Navy, he was the Senior Naval Liaison Officer in Sana’a, Yemen, supporting local personnel training and development efforts and serving as the Senior Naval Officer at the US Embassy.

Commercial Aircraft Sales August 28- October 10 2010 Aircraft type Number Operator/Buyer

A319

8

Germanwings

A320

20

Lufthansa

A320

4

Swissair

A330-300

3

Lufthansa

A330-300

5

Swissair

A330-300F

2

MASkargo

B737NG

1

Luxair

B777-300ER

4

Air China

B777-300ER

6

Cathay Pacific

2

Smart Aviation

CRJ900

3

Libyan African Aviation

ATR 72-600

9

Caribbean Airlines

Q400

ATR Previous 2010 Orders

42

7

Nordic Aviation Capital

72

2

Lao Airlines

72-500

2

Golden Air

72-500

2

Syrian Airlines

72-600 40

(20opt)

Azul

72-600 20

(10opt)

Undisclosed

72-500 72-600 20

42

6 (10opt)

Undisclosed Air Lease

CAT MAGAZINE • ISSUE 5/2010

New Aircraft Orders Lufthansa Group to Order 40 Airbus Aircraft - Lufthansa’s Supervisory Board has approved the acquisition of 40 Airbus aircraft worth approximately US$4.3 billion. These aircraft are destined for Lufthansa, plus two of the Group’s subsidiary airlines: SWISS and Germanwings.

The orders comprise: 20 A320 Family aircraft and three A330-300s for Lufthansa; four A320 Family aircraft and five A330-300s for SWISS; and eight A319s for Germanwings. With this order, the Lufthansa Group will have acquired a combined total of 410 aircraft. cat

Index of Ads Aerosim Technologies www.aerosim.com 11, 13, 15, 16 & 17 Air France www.airfrance-flightacad.com 9 APATS Ab Initio Conference www.halldale.com/apats 26 Aviation Training Center of Tunisia www.atct.com.tn 4 CAE www.cae.com Centre Spread & OBC CAT Magazine www.halldale.com/cat 40 CPaT www.skyebrowser.com 19 CSA Czech Airlines www.czechairlines.com 37 Delta Air Lines www.delta.com IFC ICAEA www.icaea.pansa.pl 36 JetPubs www.jetpubs.com 21 JVC Professional Products www.pro.jvc.com/visualization 20 Multi Pilot Simulations b.v. www.flymps.com 29 Nordian as www.nordian.net 22 Opinicus www.opinicus.com 14 Oxford Aviation Academy www.oaa.com 25 Pelesys Learning Systems www.pelesys.com 30 RAeS Flight Simulation Conference www.aerosociety.com/conference 39 Saudi Aviation Flight Academy www.saflightacademy.com 27 WATS 2011 Conference www.halldale.com/wats IBC

Calendar 9-10 November 2010 EATS 2010 - European Airline Training Symposium Istanbul, Turkey www.halldale.com/eats 8-10 March 2011 APATS@AA2011 - Ab initio & Evidence Based Training AsiaWorld Expo Hong Kong, SAR China www.halldale.com/apats 19-21 April 2011 WATS 2011 - World Aviation Training Conference & Tradeshow Rosen Shingle Creek Resort Orlando, Florida, USA www.halldale.com/wats

17-18 November 2010 Autumn 2010 Flight Simulation Conference London, UK www.raes.org.uk 23-24 November 2010 ICAEA - Aviation English Forum Kuala Lumpur, Malaysia www.icaea.pansa.pl 7-9 December 2010 MEBA 2010 Dubai, United Arab Emirates www.meba.aero 2–3 February 2011 Future MRO in Civil Aviation London, UK www.smi-online.co.uk/events/ overview.asp?is=1&ref=3503 5–8 March 2011 HELI-Expo 2011 Orlando, FL www.heliexpo.com

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

The World’s BIGGesT NeTWorKING oPPorTUNITY For AvIATIoN TrAINING ProFessIoNAls

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wats@halldale.com w. www.halldale.com/wats t. [Us] 407 322 5605 t. [roW] +44 (0)1252 532000 e.

Cadet-to-Captain Selection and Training It’s true … CAE is helping airlines around the world reduce internal pilot recruiting and training cost. We identify, screen, select, train and place licensed and type-rated First Officer and Captain candidates, ready to fly the line using your operational procedures. CAE’s pilot provisioning is the only completely integrated global solution – seamless, collaborative and efficient. You choose your airline’s level of involvement for any stage of the process, from a complete turnkey program to individual services.

We recognize that one size does not fit all, so CAE works with airline partners and regional / local authorities to tailor training solutions to unique requirements. CAE operates the world’s largest network of ab initio cadet flight schools – the CAE Global Academy. And the most extensive global network of commercial aviation training centres. Our industry-leading selection methodology and industry-leading simulation technology produce the most highly-qualified professionals who meet your needs.

Have a conversation with CAE about your unique crew needs EATS, Istanbul, November 9-10

conversation@cae.com

cae.com

twitter.com/CAE_AvTraining

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