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Editorial Comment
Editor in Chief
" While there is relative comfort in the “now,” there is much less comfort in the near and mid-term."
On the cover: Over 500 orders have been placed for the A350, and is scheduled to enter service in the first half of 2014. Image credit: Airbus/Fixion-GWLNSD.
of the recommendations of the First Officer Qualification Aviation Rule Making Committee (FOQ ARC) that was established by industry to guide the FAA rulemaking. The ARC proposed 14 alternative approaches to establishing aviation credits towards the 1,500 flight hours, but just two were included – one of which is a 500 hour credit for a 4 year degree from an aviation university. Unsurprisingly, the additional burden to achieve this number of flight hours has been thrust upon the student. Many will simply choose alternate careers, as they have been doing in droves for the past decade. Collegiate aviation programs cannot offer them the required hours, and even those who stay after graduation for yet more years of flight instructing will face a delay in paying off their student debts, and will have to postpone marriage, family and homes. And choosing other means to accumulate the needed hours may see our intrepid aviator boring unstructured holes in the sky for years, possibly picking up bad habits and no additional skill sets that are applicable to airline operations. In the regional airline (RATS) conference track at the recent WATS conference, one non-US regional airline training director stated that his carrier’s relationship with its selected school was productive and helping to secure their pilot supply. The airline and the school cooperated in the screening and selection of candidates, in finding ways to ease the financial burden on the student, and in the decision to use airline SOPs from the beginning of training. Not to mention a strong mentoring program and real career path support. For an individual regional airline, even US carriers dealing with the new NPRM, this is the type of training and hiring model that offers the best hope of maintaining an adequate number of qualified new hire F/Os. For the regionals, it may have just become “every man for himself.” Safe Travels, Chris Lehman CAT Editor in Chief
chris@halldale.com
03 CAT MAGAZINE
Chris Lehman
Emerging from the WATS Conference last month, few delegates were surprised that regardless of the conference track – pilot, regional pilot, maintenance or cabin, the issue that remains top of mind is the looming shortage of qualified new industry entrants. Equally unsurprising, many see the looming new F/O hiring requirement of 1,500 hours and ATP certificates to be exacerbating the pain in the US. The story is multi-faceted and complex as discussed in Chuck Weirauch’s article in this issue. The US regional airline industry is where the new requirements will have the greatest impact, but it may surprise some to know that most US regional carriers are in pretty good shape to accommodate the requirement by the self-enacted date for the legislation of August, 2013. In fact, at this moment there is probably more concern about the age 23 requirement for ATP issuance than there is about the hourly requirements. While there is relative comfort in the “now,” there is much less comfort in the near and mid-term. Collegiate aviation and most regional airline training personnel know that an historical decline in interest in aviation among youth will pinch hard in the next two to four years. Some US regional carriers now have no new pilot applicants on file. But many still say: “We’ve been hearing about pilot shortages for decades.” Those who objectively monitor the supply-demand picture have noted that in several instances in the past, external factors have repeatedly “saved” the situation, the most recent being the 2008 economic recession. During the summer of 2008 it was apparent to many that there would be regional airline flight cancellations due to crew shortages. The severe recession and the age 65 rule reduced the pressure and cancellations did not occur. Will the next choke point be summer 2013 or 2014? If the price of oil remains relatively stable, the economy continues its recovery and there isn’t another security incident, then the outcome is obvious. As one regional airline personality told CAT: “Senior management will finally grasp this issue when I tell them I can’t fly the schedule.” The FAA’s NPRM for the Pilot Certification and Qualifications Requirements for Air Carrier Operations did not include many
ISSUE 3.2012
Pipeline Peril
CONTENTS
CAT Magazine The Journal for Civil Aviation Training Editorial Editor in Chief Chris Lehman e. chris@halldale.com Group Editor Marty Kauchak e. marty@halldale.com US Affairs Chuck Weirauch e. chuck@halldale.com European Affairs Chris Long e. chris.long@halldale.com US News Editor Lori Ponoroff e. lori@halldale.com RoW News Editor Fiona Greenyer e. fiona@halldale.com
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06 03 Editorial Comment
Pipeline Peril. Editor in Chief Chris Lehman considers some of the topics addressed at WATS 2012.
06 TRAINING FOCUS On a Higher Plateau. Chris Long profiles the new training program for the A350 XWB.
10 REGULATORY FOCUS US Regulatory Reform. Chuck Weirauch provides an update on the latest legislation and rule making taking place in the US.
14 REGULATORY UPDATE Judgement Day. Peter Moxham reports on recent changes at the European Aviation Safety Agency.
18 PILOT TRAINING The Green Factor. Robert W. Moorman explores how to produce a more fuel efficient and environmentally friendly airline.
24 BUSINESS AVIATION TRAINING Business Aviation Update. Marty Kauchak examines new learning technologies for www.halldale.com/cat
business aviation training.
CAT Magazine (ISSN No: 0960-9024, UPS No: 022067) is published 6 times per annum (February, April, June, August, October & December) by Halldale Media, and is distributed in the USA by SPP, 95 Aberdeen Road, Emigsville PA 17318. Periodicals postage paid at Emigsville, PA. POSTMASTER: send address changes to Halldale Media lnc, 115 Timberlachen Circle, Ste 2009, Lake Mary, FL 32746.
WATS 2012: Still Uniting the Training and Simulation Community. Highlights from WATS 2012 in Orlando, USA.
32 SHOW PREVIEW APATS 2012. The Asia Pacific Airline Training Symposium will be taking place August 28-29 in Singapore.
33 NEWS Seen & Heard. Updates from the training and simulation community. Compiled and edited by Fiona Greenyer.
05 CAT MAGAZINE
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28 CONFERENCE REPORT
TRAINING FOCUS
On a Higher Plateau Not too many people have the chance to be in at the start of a multi-decade long programme. Chris Long visits Airbus to learn about the new training program for the A350 XWB.
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n the aviation industry, new aircraft development and lifetimes mean that foundations laid right at the beginning have a lasting effect. There is a certain excitement to be had, then, when the brief is to design a component of such a long-distance programme. Christian Norden, Director Flight Crew Training Policy - New Programs - A350 XWB Training and Flight Operations Support and Services, Airbus, had just such an opportunity when tasked with establishing a training system for the new aircraft. With commonality of operating philosophy as a driver across the Airbus fleet, there are design constraints as to just how much the interface between the operating crew and the new technologies embedded in the Airbus A350 XWB can be modified from previous aircraft. The flight deck should feel “familiar” when new crews are introduced to it. There are, however, no such considerations when shaping the ‘How To’ of training systems aimed at introducing both Airbus-experienced and new arrivals to the A350 XWB.
petent team to tackle the challenge, and right at the start, there was a break from tradition. Classically the operation documentation designers (FCOM, SOP’s etc.) tended to work physically remote from both the training designers and the instructors destined to deliver the training. This pattern was to be changed, with the formation of the A350 XWB “Training and Operations Development Plateau”. “The idea was to facilitate a shared approach to the training task development by having mini-teams at each desk space, consisting of four specialists; one from operations engineering, one from training engineering, a pilot instructor and a synthetic flight instructor,” explains Laval Chan-Kam-Fai, Director A350 Operations Standards. The mini teams would then be gathered into a shared open-space office. The physical openness of the working environment was seen as a catalyst to fresh thinking and vigorous debate. It seems to have created a happy team.
What Do We Train? Training and Operations Development Plateau As ever, the key is in assembling a com-
With a clean sheet to design the training process, the start point was to establish some underlying principles to ensure
Above The A350's flightdeck incorporates new technologies whilst adhering to the Airbus goal of fleet commonality. Image credit: Airbus.
that the emphasis throughout was properly focussed. A key decision was to join both training and operational development together – the obvious synergies this created lead to a single voice to discuss the issues with the airline customers. Some other fundamentals were also laid down. A study of the different ways individuals learn, which embraced the ways new entries acquire information, led to the adoption of a functional approach to training; this was based on research by the US Navy - “The functional approach links learning to experience. New information is referenced to knowledge already possessed. By using materials that the learner will use after training, the transfer to the "real world" is enhanced. (Sticht. T-US Navy 1975 and 1976)”. Frank Vessiot, an experienced TRI and responsible for the training footprint explains: “By following this principle, a flow from simple to more complex tasks
moves seamlessly along through the training progression.” Training tools which replicate as exactly as possible the actual aircraft systems are also a critical part of the foundations of a training system. In common with other training systems, a detailed Training Needs Analysis (TNA) was carried out (using an in-house developed tool), listing some 310 different training objectives. In an age when the dominance of automated operation is coming in for close scrutiny, the emphasis is very much on the establishing of core manual flying skills, including mastery of high altitude and turbulent conditions (with an FFS which has software to accurately reproduce these conditions). The principle here, is that given that the first three simulator sessions will be exclusively in manual operation of the aircraft, the natural fallback for any pilot encountering situations of uncertainty of automated operation is to revert to his/her default setting – manual flying.
Global Evaluation Campaign 2011 Attendees (approved by the Authority) 1 Crew from Airbus Flight Test
2 Crews from Airbus Training 4 Crews from Airlines Total of 8 crews January Æ March 2011
Human Factor Global Evaluation Campaign Training in detail: constraints & assumptions Attendees current on Airbus as Captain or as First Officer No A350XWB specific pre-requisite Time limited training = 3 days
Based on family concept = re-use of SOP & flow patterns Learning by doing = more practice / less theory Based on functional approach
Training Policy Objective
Human Factors Global Evaluation
Î Validate
the A350 Training Concept
Above Human Factors Global Evaluation. Credit: Airbus.
EASA were run through a very much shortened trial syllabus. For instance the Display Management and Recon-
figuration module consisted of 10 slides and five minutes practice! The crucial result was shown through the feedback: the pilots involved developed a high level of confidence in their knowledge of the new features, and after one week, all pilots felt confident to fly from CDG to JFK. Another helpful outcome
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With the cockpit design virtually frozen, and with an initial design of the A350 Training Concept completed, a Human Factors Global Evaluation was completed on the A350 XWB development simulator during the period January to March 2011. A total of eight crews, made up of teams from four airlines, two from Airbus Training, one from Airbus Flight Test and one from
1 Crew from Authority (EASA)
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TRAINING FOCUS
was the identification of a requirement for an additional FFS session. This was remarkable testimony to the value of adhering to the basic principles of benefiting by fleet commonality, functional approach and learning by doing. Integrated into the plan, of course, are all the regulatory requirements needed to satisfy current Type Rating skills.
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New Tools
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With the what to teach, driven by the TNA, and the how to teach, driven by the results of the Global Evaluation, completed, it was time to assess what training tools would best transfer the knowledge. A profile is being developed to not only use existing tools such as CBT and FFS, but also to create A350-specific training aids. In particular, Wilfrid Rubio-Ortiz, A350 Core Team SFI, takes delight in demonstrating an Individual Cockpit Trainer, a flight training device which is developed in-house. This 2D tool creates a virtual cockpit to build on the systems training carried out on classic 2D CBT. The tool allows interactive movement around the cockpit from left or right seat eye-line, to build up a situational awareness of the 3D location of all controls and indications. This desktop trainer is used as a lead-in to the FFS to cover all normal and abnormal drills. In parallel with this device the Flight Management System Trainer (FMST), developed by a sub-contractor, provides comprehensive 2D manipulation of all the FMS training needs. This runs through entire flight scenarios to show and teach real operation of the systems. What is significant about these two devices is the staged form of training. In each case there is a Demo function, in which various scenarios are played as if the trainee is watching a movie. The next stage is for a guided session on the topic, with the trainees being led through the actions step by step. Then comes a constrained session, when the trainee inputs actions, and in which, if an error is made, a correction is immediately offered. The self assessment session enables the trainee to complete a session unassisted, at the end of which a debrief is presented to the individual. Finally there is the possibility of working it in a limited freeplay mode. Both of these tools, together with classic CBT, will be available on a laptop given to
Above The physical openness of the working environment was seen as a catalyst to fresh thinking and seems to have created a happy team. Image credit: Airbus.
the trainee, so that distant learning and practising at the individual's own pace can allow the competency based training process to be delivered for maximum effectiveness. Current updates will be delivered to the laptops as soon as they are released to reduce any discrepancies between what the training packages deliver and what crews are working with on line operations.
Development Device In order to evaluate the effectiveness of various training ideas there needs to be a test device on which they can be carried out. In the case of the A350 XWB this is done on the aircraft development simulator. A passionate advocate of both the aircraft and the device is Vincent Sibelle a TRI/TRE on the A350 XWB Plateau. This tool was built in-house to serve as a development device for the aircraft itself, although with the cockpit design frozen, this role is now reducing in workload. However, as it follows very closely the iterations of software being firmed up for the aircraft, it is also an excellent platform to assess the training effectiveness of the proposals generated by the Plateau, and, indeed, was the device used for the Global Evaluation. Of the many new technologies embedded in the A350, the simplified and much larger screens
freely allow reconfiguration of screen displays – an element which is still under evaluation. Originally conceived primarily to offer selective redundancy in the case of individual screen failure, there are now questions as to whether or not there might be merit in using the displays more flexibly during routine operation.
Ongoing Work The development of the training package is continuing, and a further 14 months of effort lie ahead to complete and refine the entire programme. Consideration is being given for a further Global Evaluation before a final sign off to the suite of training. The aim is to continue to benefit from the commonality of operating procedure within the Airbus family of aircraft, and so to add this package to the other Cross Crew Qualification courses already on the Airbus menu. One of the aims is to achieve approval from the authorities to recognise a Common Type Rating (CTR) for both the A350 and the A330, which, when coupled with appropriate recurrent training, will enable crews to operate both aircraft as one fleet. This will, of course, simplify and make more effective the rostering of airline crews and therefore enhance the commercial operation. The arrival of the CAE-built A350 XWB FFS, scheduled for arrival in Toulouse in July 2013, with full approval expected in March 2014, will complete the tool set needed to deliver the training package so enthusiastically being shaped by the A350 XWB Training and Operations Development Plateau team. cat
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Regulatory Focus
US Regulatory Reform A great deal of legislation and rule making has taken place in the US over the past several years that will have a large impact on flight training and pilot licensing. Chuck Weirauch takes a detailed look at the new regulatory landscape.
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hile controversy still rages concerning perhaps the most significant US law to impact the country's airline industry in decades – Public Law 111-216, The Airline Safety and Federal Aviation Administration Extension Act of 2010 – the airlines are taking steps to make sure that their pilots are trained to the levels required by the law before major sections of the rule self-enact August 2, 2013. Those Sections 216 and 217, which require all pilots to have earned an ATP certificate by that time, also require that all pilots must have accrued 1,500 flight hours to be qualified for an ATP certificate. Most impacted are regional airline first officers as second-in-command (SIC), many of whom at this time have yet to earn their ATP certificate nor accrue the required 1,500 hours. While the airlines through industry representative groups strongly support the many other sections of PL 111-216 – such as Section 215, which requires FAA rulemaking to mandate Safety Management Systems for part 121 air carriers by August 2, 2012 – they also feel that
the Sections 216 and 217 requirements, which deal with first officer qualifications and certification, could severely impact air travel in the country in the near future.
Above All of the US-based airlines are preparing for the impending regulatory changes. Image credit: Southwest Airlines.
Meeting the Deadline According to Scott Foose, Senior Vice President of Operations and Safety for the Regional Airline Association (RAA), when PL 116-216 was signed in August 2010, all of the 27 RAA member airlines reviewed their minimum flight time requirements for their pilots immediately. Now they are anticipating that the ATP and 1,500 hour requirements cited in Sections 216 and 217 will be the standard that they will have to meet. “Over the past few weeks, we have talked to all our members to determine if they have pilots that will not meet that standard,” Foose reported. “What we found was that we have no pilots that won't have the 1,500 hour requirement by the August 2013 date. However, we do have a number of pilots, small in comparison with the 18,000 pilots and the 9,000 first officers that are on staff at regional airlines in the US – less than
100 pilots – who will not be age 23 by next summer, so they will not be able to fly. They will be removed from service until they reach age 23.” So all RAA member airlines are well prepared to meet the August 2013 deadline, Foose pointed out. Currently these airlines have or are in the process of developing their training curriculums so that their first officers who do not have their ATPs – and a number of them already do – when they enter their recurrent training cycle starting next summer will get the additional training necessary to qualify for the ATP certificate. “All of our members are on time and on track to complete this process with their pilots, and will complete the process well in advance of the public law being enacted,” Foose summed up. According to Jim Winkley, Vice
President of Flight Operations at American Eagle, his airline is well positioned to have its pilots meet the ATP and type requirements of PL 111-216 before the August 2013 deadline. Pilots for American Eagle and Executive Airlines have 1,393 pilots on the combined airline seniority list that need either an ATP or type rating, Winkley said. For current qualified pilots, the two airlines are intending to administer their training through their normally scheduled cycle for as many as possible, Winkley reported. The additional training will take longer and include one day of ground school, one day of simulator training, and a modified check ride, along with the normal training session. This additional training for the first officers will include the demonstration of the proficiency of a number of operations performed by a captain and a type/ATP check ride. “This is to assure that the first officers receive an unrestricted ATP certificate,” Winkley explained. Another RAA member airline working to provide ATP requirements training for its first officers is ExpressJet. Captain Darrin Greubel, Manager of Line Operations for ExpressJet, outlined
the airline's plan to provide such training at the 2012 World Aviation Training Conference and Tradeshow (WATS). He explained that his airline has a significant number of first officers who currently do not have an ATP written. So ExpressJet is currently working on setting up an ATP course with the FAA and scheduling first officer training so that all pilots will have earned their required hours and their ATP certificate before the busy 2013 summer season, Greubel reported. A type rating course is also being considered.
NPRM Public Comments While US airlines are preparing their current pilot population for the impact of the new ATP and 1,500 flight hours requirements, they have also called for the reduction of those hours and more alternative means for student pilots to gain academic credits in place of flight hours than those proposed in the PL 111-216 Pilot Certification and Qualifications Requirements for Air Carrier Operations Notice of Proposed Rulemaking (NPRM). Both the RAA and the America for Airlines (A4A) organization that represents US major airlines sub-
mitted recommendations along those lines, as well as did numerous aviation academic, flight school and industry institutions and organizations, to the FAA for consideration during the NPRM's public comment period, which ended April 30, 2012. A primary objection voiced by these organizations and institutions was that the NPRM does not include a number of recommendations made by the First Officer Qualification Aviation Rulemaking Committee (referred to as the FOQ ARC). This ARC was established in August 2010 after PL 111-216 called for that body to be formed of aviation experts to guide the FAA in its final rulemaking. Foose served as the Chairman for the ARC in 2010. One major FOQ ARC recommendation – that of implementing an Aeronautical Experience Credit System developed by the FOQ ARC that includes 14 alternative approaches to establishing aviation student academic credits towards the total number of 1,500 flight hours to ATP qualification – was left out of the NPRM in favor of only two of the recommended approaches. The only two currently in the NPRM are allowing a credit
ISSUE 3.2012
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Regulatory Focus ISSUE 3.2012 CAT MAGAZINE
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of 750 hours for military pilots pursuing a commercial pilot career and a credit of 500 hours for students graduating with a four-year degree from an accredited aviation university or college. Another FOQ ARC recommendation not adopted by the NPRM was that the minimum actual number of flight hours required regardless of earned Aeronautical Experience Credits be 500 flight hours. This is a reduction from the 1,000 flight hours minimum proposed by the NPRM. In response to these omissions, the RAA submitted recommendations to the FAA during the NPRM public comments period, which are: • Substitute the Aeronautical Experience Credit System developed and recommended by the FOQ ARC that cites 14 flight training credit alternatives for the proposed two academic training credit for flight experience alternatives currently in the NPRM. • Accept the FOQ ARC's 500 minimum actual number of flight hours recommendation as opposed to the proposed 1000 flights hours currently in the NPRM. The A4A organization submitted the following NPRM recommendations, including that: • The FAA should reconsider the FOQ ARC recommendations that identify additional methods for pilots to gain academic credits towards the 1,500 hour requirement. • The establishment of a restricted SIC ATP certificate in accordance with the legislative intent to provide credit to the 1,500 hour requirement for academic achievement. “This SIC ATP will emphasize the quality of a pilot's experience instead of focusing on the building of flight hours,” according to the A4A. • The A4A also recommended the issuance of a type rating for SICs, as well as the establishment of an ARC after the NPRM Final Rule to provide recommendations on the adoption of an ICAO-compliant Multi-Crew Pilot Licensing (MPL) program.
Shifting the Burden An overwhelming majority of comments submitted during the NPRM public comment period objected not so much to the actual 1,500 flight hour to ATP requirement for current pilots, but more to the burden that it would place
on students pursuing or intending to pursue an aviation career as a commercial pilot. Both the RAA and the A4A organizations, for example, commented that this rule could severely impact air transportation service in the country because of the resultant shortage of new pilots that would normally enter the airline supply pipeline, traditionally starting their careers as regional airline first officers. “What is interesting is that all of the RAA member airlines have already adapted to this public law being enacted,” Foose said. “Now the burden shifts to the student – tomorrow's future pilots for the airlines. They are obviously looking to make career choices early in their education process, and now they are seeing what has been viewed by many as an arbitrary standard (the 1,500 rule) that is making it much more difficult and expensive for them after they have proved that they have the skills and the knowledge that everybody wants in the cockpit.” “We see it as an unfortunate and unnecessary obstacle being placed in their path, and unfortunately this is going to be a turnoff to a lot of professional students who will probably be persuaded to go elsewhere, which is quite unfortunate,” Foose continued. “The burden has now shifted first to the students, and afterward as the pool of available pilots starts to decline, which we have already seen early signs of the shrinkage of the pool. Ultimately, this will make it difficult for the regional airlines to service the smaller communities down the road, really a reduction of service to the smaller communities and a loss of service to some communities as a result of this.”
Pilot Shortage Indications Some regional airlines are already reporting that they are seeing declines in the number of first officer applicants, while aviation universities and colleges, as well as flight schools, are saying that their domestic student enrollments are down significantly. Several sources attribute this decline to students not wanting to assume the costs of additional flight and training time needed to meet the 1,500 hours to ATP requirement. This and other factors could lead to a predicted pilot shortage in the near future.
Greubel said that as the number of required flight hours went up, the number of ExpressJet pilot applicants went down, to the point now where the airline currently has no new pilot applications. He also reported he has heard that other airlines have said that they are in a similar situation. He also believes that active pilot attrition has not yet begun. Although the pilot shortage has not yet begun, the storm is on the horizon, Greubel predicted. Winkley also sees what he described as the “perfect storm” for the looming pilot shortage. “We have had the perfect storm brewing over a year and a half, with the retirements, the FOQ ATP requirements, and in January 2014 we have the (PL 111-216) flight and duty time regulations going into effect,” Winkley said. “And you are going to hear between the regionals and the majors that there will be between 5 to 15 percent additional requirements for pilots to staff the airlines for the flight and duty times requirements. So we have three things all coming together requiring either more pilots or higher-time pilots. I think that initially the majors will not have any recruiting problems, but these factors will lead to the reduction of some services at the regionals because they can't staff their airlines. This will be unfortunate for some of the smaller communities if airlines have to start pulling out some of the services to these areas.”
Additional Rules Pending The FAA also still has yet to issue final rules on some of the many sections of PL 111-216 that call for this action. They include: • Section 206 – concerned with FAA rulemaking in the areas of mentoring, professional development, and leadership, and then conduct a rulemaking based on these findings (delayed) • Section 208 – calls for FAA rulemaking to provide stall and upset recognition and recovery training, as well as to implement remedial training programs. The section also calls for the formation of a multidisciplinary panel to report on stick pusher and weather event training (delayed) • Section 209 – requires that the FAA issue a crewmember and aircraft dispatcher training and qualification rule (delayed). cat
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Regulatory Update
Judgement Day It seems impossible today that in just five years the European Aviation Safety Agency (EASA) has been able to achieve something that had been seen as a dream since the birth of civil aviation. Peter Moxham reports on the changes.
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n 12th April 2012 a degree of harmonisation came into European Law that was long thought to be impossible. Ever since the birth of ICAO governments have sought harmonisation in an industry which spans the globe – but there was always politics and national sovereignty which led to the collapse of this possibility. Five years ago the aviation industry believed it had achieved a great deal with a set of voluntary and non-binding Rules available throughout Europe, but there was the problem that individual nations could pick and choose the parts of the JAA proposals that they wished – it had no legally binding requirements. The European Commission could not accept this and therefore established EASA with the remit to bring about harmonisation throughout the European Community, and to give the Rules and Regulations drafted by EASA the full force of European Law, overriding National Law for the Member States. Initially EASA took care of design, construction and certification of aircraft, aero-engines and components. The real need was to have Flight
Operations and Flight Crew Licensing harmonised throughout the European Community meaning the end of many nationally cherished requirements and ambitions. This was not a task to be taken lightly. Nations dislike giving up control of their own affairs, and none more so than the National Authorities Aviation regulators. Many said it was impossible yet one must ask why this was the case. After all we share the same airspace, operate the same types of aircraft and the real objective of all is aviation safety. Why should the rules in France be different to the UK, Germany, The Netherlands or Greece – surely differences could only lead to misunderstandings and, possibly, accidents and incidents?
New Regulations EASA established a number of drafting Groups to set about preparing the new Regulations. It had always been the remit for EASA to base its requirements on those set down in the JARs and which had already been agreed, if not actually acted upon. The JARs had taken some 15 years to develop and
Above The shared airspace over Europe requires greater harmonisation. Screenshot credit: flightradar24.com
the members of the various Sectorial Teams of JAA had spent many hours trying to get to an acceptable level of harmonisation. Anyone reading the now legally binding requirements will be able to recognise much that the JAA had achieved. However there are many differences, simply because a law has to be written in a different way to an advisory document. The scope for individual decisions has to be done away with and the word ‘discretion’ taken out of the equation. So what has been achieved? Firstly the laws have been enacted and the EASA FCL and Operations Documents are now legally binding. EASA has set up a department to ensure standardisation between the National Authorities and to ensure compliance – this is probably the most important aspect since the system can only work if all comply.
So now we come to the key question – is everything right about the new Rules and Regulations? In my opinion it would be wrong to say yes, it will only become apparent as the rules begin to affect Operators and Licence holders. In reality there will have to be amendments as serious issues become apparent and EASA is well aware of this, having already established new working groups to decide issues as they become apparent, and draft amendments to the 2012 Rules to resolve these issues. The basic framework is good and it is the disappearance of National Authorities from the Rule-making process that leads to the problems becoming apparent. It would be completely wrong to expect complete harmonisation on day one but it is the certainty that this will evolve
Moving Forwards One area that is still causing concern is the regulation when in Europe of nonEuropean operators and training organi-
sations. As I have said, aviation is far from insular, we all have to operate in harmony with everyone else, no matter which country you originate from or where you might wish to operate. The problems are that the world is polarising into two groups – either the FAA in Washington or EASA in Cologne and many other countries not actually affiliated to either Regulator are now making the choices as to which code to follow – not an easy decision. In Europe EASA has already had to face issues regarding trading in a nonEASA member state for qualifications to be added to EASA crew licences, this is ongoing and will likely face more discussion in the coming months and years. Already some non-EU states such as Switzerland, Norway, and Iceland have agreed to incorporate the EASA proposals in their own law – an agreement having been reached but the really key agreement will, one hopes, come between FAA and EASA. Part of the remit of all national regulators is to protect their own industry – this is a political requirement. However this does not always fit with the world of aviation. As an industry we might not be
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Harmonisation
which is the key to the success of EASA requirements. One area that has been very interesting has been the efforts made by National Authorities to keep their own operators and licence holders advised, and indeed how they intend to comply with the new rules. The United Kingdom has been a major leader in this area with dedicated staff unravelling the requirements and advising their own stakeholders how the UK CAA intends to proceed. One of the most surprising things is that the UK is nearly unique in putting such an effort into practice. They do have a greater capability and more staff than many of the smaller countries yet it is interesting to find that the UK CAA documents are frequently translated into many of the other languages of Europe and read avidly by their stakeholders. This will help standardisation across all the nations, and for UK stakeholders it has proved invaluable.
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Unlike Maintenance and Certification, EASA itself will not be directly involved between National Authorities and their clients, but has delegated the responsibility to the National Authorities whilst retaining the tools to ensure Standardisation.
Regulatory Update
unique, but we are certainly one of the most international of all activities involved directly with the man in the street.
Safety Whilst we might be in one of the safest aviation environments since aviation began, there is still no reason to be complacent. If worldwide growth falls in line with predictions then it is often stated that we could end up with a major accident every week unless safety is enhanced. This is probably the most important aspect of EASA, it slowly has its regulatory aspects expanded at the behest of the European Commission to enhance the safety record. But, one could ask, how does this really work since accident investigation remains the remit of National organisations? People have learned a great deal from the investigation of accidents and generally this has led to improved safety. In EASA this means an analysis and education role with its own Safety Directorate bringing forth ideas from studying a worldwide range of accidents and incidents and then bringing changes to Regulations in an effort to improve the situation in future years.
Whilst much has been achieved in just five years, there remains a need for constant review to remove the inaccuracies and mistakes in the current legislation and make for better rulemaking and aviation safety in the future. It would be nice to hope that the new Rules and Regulations become accepted by many other states and this, together with harmonisation between the FAA and EASA will eventually lead to a significant improvement in aviation safety. If one considers all that has been done in just five years, think how much could be achieved by 2020! Why should there be a different perspective on safety between one country and another – should the passenger not be entitled to the same standards and level of safety no matter with whom or where he flies? EASA is concerned with rather more than just fixed and rotary wing aviation, and for the first time has produced new Regulations for private flying, gliding and those flying balloons and airships as well as powered lift devices. It is effectively nearly a complete set of requirements for all categories of aviation activity. The only areas outside its remit are
‘microlights’ and those aircraft which fall into the category of either historic or military machines which will continue to be regulated by local National Aviation Authorities. Individual EASA member states have two years to bring everything into force and that some documentation from EASA is still not in place but it is, for sure, a major step. It will lead to a greater degree of harmonisation and standardisation within Europe than had ever seemed possible and it now has to be made to work. There will always be some parties aggrieved by the new requirements, not every sector of aviation will be entirely happy but I believe that the great majority will come to regard this as a major step forward for the aviation community and their customers. cat Learn More at EATS 2012 EASA representatives will be presenting at the EATS 2012 conference, to be held November 6-7 at andel's Hotel, Berlin, Germany. Please visit www.halldale.com/eats for the latest conference and exhibition information.
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Pilot Training
The Green Factor Producing a more fuel efficient and environmentally friendly airline takes more than slogans and desire. It takes training, explains Robert W. Moorman.
F
or years, airlines have had environmentally friendly fuel conservation programs. But with high fuel costs, and regulatory mandates such as the European Union’s Emissions Trading Scheme (EU-ETS), carriers are forced to enhance their “green” initiatives through better training of employees. In some cases, airlines have brought in outside help.
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Fuel Efficiency Training
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GE Aviation Services division offers a Fuel and Carbon Solutions program to help airlines introduce or enhance fuel saving initiatives on an accelerated timeline. They do it by taking a sciencebased approach to implementing these programs through effective training. GE helps identify new fuel conservation opportunities, and then advises top management on how to implement those opportunities. The team takes a three-tiered approach. First, they find out what airlines want to accomplish. Then, they evaluate the airline’s fuel policies, flight planning procedures and policies, as well as OEM and regulatory requirements. For the third leg, GE looks at airlines’ flight data, actual versus planning.
“The data will show us where they are complying with what they say they want to do, and where they are not,” said Capt. John Gough, GE Aviation's flight operations director and leader of Fuel & Carbon Solutions. Gough said the team finds that there is potential for a 2 to 3 percent in fuel savings at airlines they advise. GE has conducted several special training sessions for flight operations management and instructor pilot communities. About 75 to 90 percent of the projects GE tackles are flight operations related, which requires a shift in behavior from pilots and flight dispatchers. “You can write changes to standard operating procedures and talk to these employees, but unless you attack this from a training standpoint, then the pilots and dispatchers will revert to their previous behavior,” Gough said. Changing pre-conceived notions is challenging. All airlines want to become more fuel efficient and better stewards of the environment, but a cultural mindset change, “from the boardroom to the broomstick” is needed if fuel conservation is to really work, Gough said. GE talks to the airlines’ fleet captains and heads of their fuel conservation depart-
Above Rising fuel costs and regulatory mandates are forcing airlines to become greener.
ments, typically, but greater change is needed in the pilot group. Also needed at airlines is a fixed methodology to improve, track and monitor the new fuel policies and procedures. “We advocate that fuel efficiency training be included in all areas of training using a variety of training methodologies to ensure we are adapting to the many adult learning styles,” said Stephanie Raley, Senior Service Manager/Technical Pilot. Raley helped run aircrew training at Northwest Airlines for the A320 and B747 fleet before coming to GE. At his WATS 2012 presentation, Capt. Richard Sowden, a top official with GE Aviation Fuel & Carbon Solutions, took issue with conventional thinking of the minimal fuel-saving value of reduced flap setting. The traditional belief that fuel savings achieved by using a reduced flap setting for landings is offset by the increased taxi distance due to the longer landing is wrong, GE’s statistical analysis determined. Although a single event
United Airlines began green related training for pilots and flight operations personnel in 2008, when fuel prices began
United pilots receive some green related training, including single-engine taxi training. Image credit: United Continental.
to spike. The now merged United Continental Airlines continues to enhance these efforts. All United pilots get some form of Operational Efficiency Training, which is then reinforced during recurrent and aircraft transition training. Crews receive single-engine taxi, reduced flap setting on takeoffs and landings when possible and breaking over reverse training. [Other airlines to which CAT spoke also have similar fuel saving training programs for their pilots and operations personnel.]
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Airline Actions
Above
Pilots at various airlines receive specific training on the fuel saving capabilities of the flight management system – when it makes sense to climb and descend, speed up or slow down. United and other carriers tell CAT they are evaluating new onboard avionics technology to help lower fuel costs and reduce noise. Some of the avionics would be tied to the implementation of Required Navigation Performance (RNP), the process of achieving a more precise flight path. [Specifically, RNP is an efficiency performance based navigation that allows aircraft to fly a specific path between two, three-dimensionally defined points in space. Similar to RNAV, RNP requires onboard performance monitoring and alerting capability.] Elements of RNP that reduce emissions and save fuel include idle descents and precision departure paths. Lower RNP minimums at non-ILS equipped airports allow for more arrivals, as opposed to holding or diversion to an alternate route. Green House Gas (GHC) emissions savings equals fuel savings, which goes hand in hand with noise reduction. All airlines to which CAT spoke are working on implementing RNP and related training. Some level of RNP is possible today with the current avionics systems onboard commercial airlines. United, for instance, is working with the various air navigation
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contributes to a small savings, approximately 15kg per landing on average for an Airbus A320, when applied across the entire operation, the practice can yield significant savings on an annual basis, Sowden said. Through training, the team wants pilots and operations personnel to understand the practice of risk-manage fuel loading. They want them to understand the financial cost of adding more fuel than necessary, a move that could be worth it if the price of uploading fuel on the other end is noticeably higher. How much fuel should be loaded? Is this the right amount of fuel for the sector to be flown? The team is not asking airlines to revise their total training footprint, but add some new policies and procedures around fuel efficiency and incorporate those changes into training programs. GE Fuel and Carbon Solutions evaluation and training program is not geared to GE customers, specifically. “This service is engine agnostic,” Gough said. One customer, Alitalia, flies IAE V2500-powered MD-80s as well as Embraer ERJ-145 regional jets powered by Rolls-Royce Allison AE 3007 jet engines.
Pilot Training
service providers in the airspace redesign work so it can one day take full advantage of what RNP has to offer. “The beauty of incorporating RNP now is that we can move the technology into the various metroplex airspaces around the country, giving us the ability to efficiently route airplanes from the enroute structure all the way to the runway,” said United Capt. Allan Twigg, general manager of flight operational efficiency. “By using the technology that RNP gives, you can avoid noise sensitive and congested areas, while also avoiding terrain and obstacles. That is the ultimate end-state to which we are moving.” RNP and other elements of NextGen will go along way to saving fuel and help-
ing the environment. But until NextGen is fully implemented, airlines will do what they can. Since 2004, JetBlue Airways has conducted one-engine taxi (OET) before takeoffs and after landings whenever possible. Detailed records show the OET program has been very successful. By using OET, JetBlue saved approximately 5.1 million gallons of jet fuel between April 2011 through March 2012, according to Capt. Bill Allen, Director Fleet Programs and Standards. At an assumed jet fuel price of $3.20/gallon, the annual cost saving was $16.3 million. Based on JetBlue’s internal analysis, during the same period, the system wide average OET rate was 62% on the Airbus A320 and 79% on the Embraer E190. Jet-
Blue’s OET rate at JFK was 82% on the A320 and 93% on the E190 during the same period. JetBlue and other airlines said they’re conducting reduced-thrust takeoffs to save fuel and reduce noise whenever possible. Several carriers to whom CAT spoke are testing Continuous Descent Approaches as part of NextGen. CDA will contribute significantly to reducing fuel burn, carbon emissions and noise. Alaska Airlines is doing trials in the Seattle Area. In Europe, fuel savings will come from the Single European Sky initiative, launched in 2000 by the European Commission by not yet implemented. An integral component of NextGen is the Automatic Dependent Surveil-
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Green Power
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One doesn’t need a degree in rocket science to determine why commercial airlines are committed to using alternative fuels to help power their airliners. Fuel has become the largest cost for airlines, with US passenger and cargo airlines spending more than $50 billion annually on the precious liquid. Sometime ago the airline industry initiated fuel savings measures to mitigate the soaring cost of jet fuel, but that isn’t enough apparently. “One solution where we can achieve cost reduction and environmental benefit is through the use of alternative fuels,” said John Heimlich, chief economist for Airlines for America (A4A). With A4A’s long-term goal of price and carbon neutral growth, the widespread use of alternative fuels in commercial airline operations is a must, he said. And proponents are doing more than just cheerleading. “There is a very good chance that a US production facility will start producing [biomass based] jet fuel this year,” Heimlich said. He declined to name the company or provide additional details. In the past year, several airlines burned alternative fuels during revenue flights. United Continental Airlines and Alaska Airlines are among them. United flew one flight from Houston to Chicago in November 2011 while Alaska flew 75 flights between Seattle-DCA and Seattle-Portland, according to A4A. In September 2009, ASTM International approved the use of Fischer-Tropsch (F-T) fuel in commercial aviation – the first alternative to petroleum-based aviation turbine fuels. In July 2011, ASTM approved the second alternative fuel, Hydro processed Esters and Fatty Acids (HEFA). Both approvals have an ATSM caveat stating that the alternative fuels are approved for use on commercial flights as long as they do not exceed 50% of the total mix in aircraft engines. With environmental credits and other factors considered, “there are some biofuels that could be competitive at today’s oil prices,” Heimlich said. But if jet fuel falls to around $2.80 per gallon, it would be difficult for producers of alternative fuels to compete. Yet A4A wants to encourage the development of this “nascent market.”
The single biggest factor to reducing biofuels cost is improving crop yields, said Heimlich. Seventy-five percent of the cost of biofuels is related to the cost of feedstock. Improvements in processing efficiency and refining technology could also help drive down the cost of alternative fuel. One way to further the development of alternative fuels is to consolidate efforts among users. In March 2010, A4A, then named the Air Transport Association, and the Defense Logistics Agency’s Defense Energy Support Center, part of the US Department of Defense, signed an agreement to promote widespread commercialization of environmental friendly alternative fuels and to explore synergies between the two groups. Long-term contracting and co-locating production and purchasing of alternative fuels could help drive down the costs, Heimlich said. A4A and the US Air Force are cooperating on environmental life cycle measurement, harmonization of contract terms and other opportunities. “I see alternative fuels as a complement to petroleum based jet fuel,” Heimlich said. “The more involved we are today, the more years we shave off the timeline to get to an affordable stable supply of alternative fuels.” Best Practices The International Air Transport Association (IATA) continually updates its Guidance Material and Best Practices for Fuel and Environmental Management in the following areas: Flight Dispatch, Flight Operations, Maintenance & Engineering, Ground Operations and Cabin. The new Fuel Program Implementation Guidance Materials supplemented the “Fuel Book” last year. These manuals form the basis for IATA’s fuel efficiency workshops, now in the 4th year. Webinars to discuss specific issues have also been held. The Fuel Book can be purchased on the IATA website: www.iataonline.com or one can e-mail IATA's customer care at custserv@iata.org or call +1 (514) 390 6726 or Toll free for Canada and USA: + 1 800 716 6326.
Europe’s airlines have led green-related training efforts, in part, because the pressure to comply there was greater. But now that pressure is being applied to non-European airlines that fly to and from Europe through the EU-ETS. ETS allows six sectors of heavy industry, including airlines to emit a certain quota of carbon dioxide annually. Permits have to be purchased or traded for anything over that quota. The US, Russia, Thailand and, most recently, India have opposed EU-ETS, the result of which could spark a trade war. Finnair Flight Academy offers its ReverseGreen type-rating training program for new pilots, which contains a significant green operations component. Optimal ascent and descent profiles are covered in ReverseGreen, which is separate from the green training program line pilots receive for recurrent training.
Several carriers including Alaska Airlines are testing Continuous Descent Approaches. Image credit: Alaska Airlines.
Separately, to save fuel and help the environment, Finnair has increased its use of Continuous Descent Approach landings and cost-index flying and singleengine taxiing. Aircraft use airport power when parked instead of the aircraft’s auxiliary power unit (APU) to save fuel. Pilots are taught to use optimum flap and thrust setting and reduced thrust on takeoffs to save fuel, said Finnair Capt. Jussi Ekman, who often speaks for the airline on its green initiatives. Small adjustments during flying are recommended, such as switching air conditioning off during high takeoff thrust, and keeping the aircraft in a “clean” configuration for as long as possible before descending. “These might seem like little steps, but when every kilogram of fuel accounts for 3.15 kilograms of carbon emissions, they definitely add up over the course of millions of kilometers,” said Ekman. “The result is substantial savings in both fuel and emissions.” Having a young fleet of aircraft is the single most important thing airlines can do for the environment, according to several carriers queried. Each new generation of aircraft is approximately 20% more efficient that what came before, according to Finnair’s 2011 Corporate Responsibility Report on Sustainability. The carrier expects to begin deliveries of its new Airbus A350s sometime in 2015, “which would give another big boost to overall fuel efficiency,” said Finnair spokesman Joseph Knowles. cat
Find out more at:
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Green Operations
Above
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lance-Broadcast (ADS-B), a surveillance technology for tracking aircraft. By 2020, the FAA will require ADS-B Out equipment for aircraft flying in Classes, A, B, C and certain E Class airspace at or above 10,000 feet MSL as well around busy airports. Several airlines are participating in ADS trials and the technology is already operational in the Gulf of Mexico. JetBlue Airways is outfitting up to 35 of its Airbus A320 aircraft with ADS-B avionics to fly in relatively uncongested corridors along the East Coast as part of a $4.2 million FAA grant. Pilots will be trained accordingly to use the system. The agreement allows JetBlue to fly a new flight path to the Caribbean, and could lead to the development of two new ADS-B-only routes to the Caribbean from Boston, New York and Washington D.C.
Civil Simulation and Training news Issue no.29 June 2012
+ CAE acquires Oxford Aviation Academy Strengthens global leadership position with complete end-to-end civil aviation training solution
World leader in commercial aviation training World leader in ab initio flight training World leader in crew sourcing
CAE has acquired Oxford Aviation Academy (OAA), an industryleading provider of aviation training and crew sourcing services. This acquisition strengthens CAE’s leadership and global reach in civil aviation training by increasing its training centre footprint, growing its ab initio flight training network and extending its portfolio by adding OAA’s Parc Aviation, the global leader in pilot and maintenance crew sourcing for airlines and leasing companies. “We are very excited about this acquisition as it enables us to offer our customers more locations and additional training capacity as well as a new service for pilot and maintenance crew sourcing. We have greatly enhanced CAE’s industry-leading position with the addition of two of the industry’s strongest brands in ab initio aviation training and crew sourcing: Oxford Aviation Academy and Parc Aviation,” said Marc Parent, CAE’s President and CEO. “Civil aerospace market fundamentals are strong and we are increasing our position at an opportune time. With this acquisition, CAE responds to market demand with an increased footprint and a complete end-to-end solution for commercial aviation.” The acquisition strengthens CAE’s position in capturing the longterm and growing market demand for aviation professionals:
• Adds seven type-rating training facilities in Denmark, Norway, Sweden, the United Kingdom and Hong Kong offering pilot, maintenance and cabin crew training to grow CAE’s global network to 42 civil training locations worldwide. • Adds 40 full-flight simulators for a total of 211 full-flight simulators. • Adds four of the industry’s most renowned flight academies (ab initio flight training organizations) in the United Kingdom, the United States, Australia and Hong Kong with a capacity to train over 600 cadets annually, for a total CAE-operated network of 12 flight schools with a capacity to train 1,500 cadets annually. The Oxford Aviation Academy has enjoyed a 50-year pedigree of excellence, and has trained 26,000 pilots during the past 50 years. The CAE-operated flight schools will now be branded CAE Oxford Aviation Academy. • Broadens portfolio by extending into pilot and maintenance crew sourcing through Parc Aviation, which currently provides 1,200 aviation personnel on assignment to 50 airlines and leasing companies in 40 countries, primarily in Asia. Parc Aviation will now be branded CAE Parc Aviation.
CAE’s Acquisition of OAA
Two Global Training Leaders Joining to Meet Airline Needs Our customers and our newly expanded civil aviation training team are very excited about CAE’s recent acquisition of Oxford Aviation Academy (OAA). Airline customers now have access to an unmatched portfolio of simulation, training and crew resourcing solutions: more flight schools, more type-rating training locations with more aircraft platform types, more capabilities including Parc’s aviation professional sourcing services, and more expertise to deliver solutions that are tailored to our customers’ businesses.
incorporating it for our combined flight school network: CAE Oxford Aviation Academy. Together we operate 12 campuses with the capacity to train 1500 cadet pilots a year.
The OAA businesses are a great complement to CAE’s commercial aviation training business. Oxford has a 50-year pedigree of excellence, a strong presence in Europe and Asia, and a diversified customer base.
Over time, we expect to offer even more flexibility, efficiencies and additional services to support airline requirements throughout the entire training life cycle.
Similarly, we are leveraging the Parc brand and their clear leadership in providing experienced pilots, maintenance technicians and cabin crew to more than 50 airlines and leasing companies worldwide. This unique business will operate as CAE Parc Aviation.
Their seven locations and 40 full-flight simulators (FFSs) help reaffirm CAE’s position as the global leader in airline type-rating training – now with 42 civil aviation training locations and 211 FFSs … and more to come.
As we welcome our new colleagues into the CAE team, customers can expect the same level of exceptional service and quality that they have come to expect from both CAE and Oxford. Together, our experience and resources can help airlines continue to enhance their growth, operational effectiveness and safety.
The Oxford brand is particularly well respected in the ab initio and Multi-crew Pilot License (MPL) realm; therefore, we’re retaining and
- Jeff Roberts, CAE Group President Civil Simulation Products, Training and Services
CAE to open new airline training centre in Barcelona, Spain
CAE to offer A330 training in Johannesburg, South Africa
CAE announces 2nd aviation training centre in São Paulo
CAE will open a new training centre in Barcelona, Spain to train commercial aircraft pilots and cabin crew. The centre will be located at the Barcelona El Prat Airport and will be ready for training by mid-2012. CAE has signed a seven-year agreement with Vueling Airlines as the anchor customer for the CAE Barcelona training centre. Vueling Airbus A320 pilots and cabin crew will train at the new facility. Training will also be available to other A320 operators.
CAE will provide an Airbus A330 simulator for pilot and maintenance technician training in Johannesburg, South Africa, by Fall 2012. The A330 full-flight simulator (FFS) will be located at the South African Airways (SAA) training centre. SAA will be conducting its A330 pilot training on the new FFS. CAE will offer available simulator time to other A330 operators as well. The new Johannesburg location is CAE’s first commercial aircraft training location in Africa.
CAE has begun construction of a second training centre in São Paulo, Brazil to provide additional training capacity for airline pilots and aviation maintenance technicians in Latin America. The facility will be near the São Paulo / Congonhas downtown airport and will be ready for training in 2012. TAM Airlines, Brazil’s largest airline, will be the anchor customer for the new training centre. TAM and CAE have a long-term training services agreement. The new Congonhas facility is close to the airline headquarters.
BUSINESS AVIATION TRAINING
Business Aviation Update Following recent high profile civil aviation incidents, an opportunity exists for a wide-ranging review of business aviation aircrew training. While the sector contemplates the need for such action, training system providers are delivering new learning technologies and opening new training centers around the globe, reports Group Editor Marty Kauchak.
T
he National Business Aviation Association’s (NBAA) Safety Committee is examining training under a much broader charter to continue improving communitywide safety. Aside from the association’s review, there are no other efforts among training system partners, aircraft OEMs, aviation business departments and other stakeholders, to review the community’s training practices and processes in more depth, and correct any deficiencies. Without such a comprehensive review, aspiring and current aircrews are being supported by ever more capable training systems. At the same time new training centers are appearing around the globe to support the aircrews of a burgeoning variety of aircraft.
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Opportunities for Improvement
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One representative gap in business aviation training finds the community’s aircrews, much like their counterparts in the commercial sector, unable to realistically train to a wider range of onboard events. A number of WATS 2012’s Pilot track presentations described strategies to bolster aircrews’ abilities to recognize and respond to events outside the aircraft’s normal flight envelope. [See accompany-
ing WATS 2012 conference report in this issue]. Sunjoo Advani, Ph.D., the chairman of the International Committee for Aviation Training in Extended Envelopes (ICATEE), was among the Pilot track speakers who outlined efforts to allow aircrews to survive stalls, icing, upset recovery and other “startle-like” situations. Stakeholders around the globe are supporting ICATEE’s evolving efforts for more comprehensive training to resolve this challenge. The three-tier training solution envisioned by ICATEE includes instruction in the classroom, full flight simulators (FFSs) and aircraft. Aspiring and seasoned business aircrews commonly obtain insights in Part 142 Training Center classrooms about flying outside the flight envelope from instructors who may, or may not, have experienced these phenomena in an aircraft. The community’s state-of-the art FFSs are much like those for other commercial aircraft – increasingly able to replicate aircraft characteristics designated by regulators with high degrees of fidelity. But of significance, the devices are still not required to “fly through” the supported aircraft’s envelope. “That last statement is really important,” Steve
Above With the increasing use of very light jets in abinitio flight training, Frasca has delivered more Embraer Phenom devices to Finnair Academy and Purdue University. Image credit: Frasca.
Charbonneau, secretary of the NBAA’s Safety Committee, told CAT. As a result, these training devices present only the heart of the flight envelope during scenarios for pilot proficiency testing. Aside from the reality that it is impossible to fully replicate aircraft motion cues on a simulator that is bolted to the floor, there is another issue at play – the FAA has not required a more expansive standard of scenario training because it stipulates the software emulating the aircraft’s flight profile must be based on actual data captured during in-flight testing, and then programmed into software used to replicate the flight profile. Les Dorr, a spokesperson at FAA headquarters, pointed out, “Obviously, there is a limit to the amount of validation data that can be safely collected through aircraft flight testing in some areas of the flight envelope (such as in aerodynamic stall and aircraft upset conditions). As a result, we expect the
The business aviation community may also be well advised to listen to the impassioned advice of other industry leaders on the imperative to focus on training – even returning to basics. Captain Mike Carriker, Boeing Commercial Airlines’ chief pilot for New Airplane Product Development, opened this
that training is a skill set. It’s not an event or something you trip over. We have to relearn how to train. And we have to encourage both flight departments and training partners to engage their personnel and get them to relearn their skills, to redevelop programs and curriculum that actually train the skills that are needed in part 91 flying.” The community must also identify those skills and set standards for them, because they go beyond what is in the pilot test standard for ATP air-type rating, Charbonneau remarked.
Training Center Developments As other stakeholders contemplate whether and how to move forward on evaluating the sector’s training processes, the simulation and training providers report new developments. In one instance, FlightSafety has, or will soon add, training programs that use its new Level D qualified simulators to serve operators of business aircraft worldwide. The company has recently added programs supporting: Dassault Falcon 7X and 900LX in Dallas; Embraer Legacy 600 in Saint Louis, Houston and Paris; Embraer Lineage 1000 in Saint Louis and
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year’s WATS Pilot Track with suggestions to develop tomorrow’s workforce – comments which also have relevance to current civil sector aircrews. Carriker prefaced his presentation with a degree of urgency, stating that the industry must “get the magic back into aviation” in order to increase interest in the younger generations to develop an interest in an aviation career. And, he noted those applicants have to be trained differently. Based on the needs of the various groups, he stated three principles: stop memorization by rote, use modern instructional design and training methodologies, and finally, take full advantage of the technologies built into the aircraft system. “Turn the airplane loose,” he encouraged the delegates, and let the airplane fly with all the capabilities we’ve built into it. NBAA’s Charbonneau has his sights set on similar challenges for his sector. “I hope that the NBAA’s pilot training project will address the issue of developing within the scope of what is available to us, and within flight department capabilities and Part 142 center capabilities, the concept that there is a prescribed methodology for learning. And we know
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fidelity of a simulator – with respect to the handling and performance characteristics of the airplane – cannot be specifically and objectively verified where such data limitations exist.” As a result, the business aviation customer-student “ends up in a circle.” Charbonneau continued, “The software in the simulator is not engineered with real data through the aircraft’s entire flight envelope. The FAA does not require this community’s pilots to conduct training to standards in startle-like events. The training partners don’t habitually venture into those areas because they are uncertain as to the value of taking the simulator to the edge of the flight envelope.” This challenge represents one opportunity for increased action and collaboration by this sector.
BUSINESS AVIATION TRAINING
Paris; Embraer Legacy 650 in Saint Louis; Gulfstream G450 and 550 in Dallas; Gulfstream G450 and G550 in Hong Kong; and Gulfstream G650 in Savannah, Georgia. FlightSafety will add programs through this year for: Bombardier Challenger 605 in London (Farnborough), Bombardier Global 5000 and 6000 in Columbus, Ohio; Dassault Falcon 7X in Paris; Gulfstream G280 in Dallas and the Gulfstream G650 (second simulator) in Savannah; HondaJet in Greensboro, North Carolina; Pilatus PC-12 in Dallas. An Embraer Legacy 500 program will open in Saint Louis in 2013. In 2014, the company will add a program for the Embraer Legacy 450 in Saint Louis; and a third simulator for the Gulfstream G650, with the exact timing and location to be determined. CAE is expanding its capacity around the globe to deliver training for the business aviation sector – by aircraft model and in the number of training venues. For the fixed wing community in Asia, Gulfstream G450 and G550 training will be offered in Shanghai beginning this summer. Training for the Bombardier Global 5000, Global Express and Global Express XRS business aircraft will be available in early 2013 at a location to be announced. CAE intends to deploy a training program for the Dassault Falcon 7X aircraft thereafter; the date will be prescribed by market conditions. Jeff Roberts, CAE’s group president for Civil Simulation Products, Training and Services, said this new activity is a natural evolution in the company’s portfolio in that region. “We’ve been in China for 25 or 30 years. India for 25 or 30 years and Southeast Asia the same period of time. When you look at the services business that we’ve built and created, we
Above Tracy Brannon, SimCom's chief operating officer. Image credit: SimCom.
have 10 facilities in North America out of 35, so 25 are outside of North America. And in Asia, we have about 10 sites – so Asia is a big part of our portfolio and the emerging markets.” As part of CAE’s further growth in the business aviation sector, the company also plans to at least double its business aviation training centers around the globe. “There is no magic to this. Increasingly, 50 percent of the orders and 50 percent of the deliveries in business aviation from every one of the OEMs will be outside their North American markets,” Roberts pointed out.
New Learning Content S&T providers are also delivering new learning programs and courses. FlightSafety’s Pratt & Whitney Canada Engine Training is now available at 12 locations around the world. FlightSafety has also introduced its
new LiveLearning program that provides instructor-led training over-the-web. It offers the benefit of live interaction with its instructors with the convenience of training from any computer with an Internet connection. “FlightSafety’s LiveLearning offers a wide variety of instructor-led specialty and enrichment courses. They provide real-time interaction with instructors and others attending the course. The program offers online annotation tools, cockpit recordings, video and other interactive features,” Steve Phillips, vice president for Communications at FlightSafety, told CAT. The company is expanding its portfolio of self-paced eLearning courses over the Internet. FlightSafety recently released Crew Emergency Training and will soon introduce General Operating Subjects/135 Indoctrination, CPDLC/ ADS-C and Runway Analysis. SimCom has responded to feedback from its customers to include accident reviews of community mishaps in its courses. While the resultant accident review modules dissect incidents in those aircraft for which SimCom provides initial or recurrent instruction, the instructor can also easily access and glean details of other industry mishaps and accidents. The expected outcome of the coursework is to learn what caused the mishap, and what the customerstudent and his prospective aircrew can do, so as to not repeat those near- or fatal sequences of events. Tracy Brannon, SimCom's chief operating officer, explained that earlier this year, the company delivered the modules to all five of its training centers. “It’s a tool that allows the instructor to search NTSB and overseas equivalent organi-
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Axis full flight simulators give operators fidelity, flexibility, and maximum uptime. They feature Trend Monitoring and automated self-testing so that predictive maintenance can be done in off hours, to drastically reduce the incidence of unplanned downtime. A host of design innovations simplify operation and reduce complexity. Fidelity is second to none, with new generation vision system, 3D sound, and full replication of cockpit hardware and avionics. Traffic, ATC, weather radar, smoke system and oxygen system simulation provide full training capabilities. AXIS is dedicated to building high-performance, highquality, high-ROI full flight simulators. That’s all we do – we don’t
offer training. That means we’re a partner, not a competitor. As customer, you always have our full attention. Customers like the Aviation Academy Austria reward us with their trust. After years of successful operation of an Axis Fokker 70 and 100 Level D FFS, when the company needed an FFS for the Cessna XLS they again turned to Axis. According to Thomas Herrele CEO of the AAA, “the low maintenance costs, high quality, reliability, and support from Axis made the decision easy.”
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ISSUE 3.2012
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Even higher levels of higher fidelity instruction are on the way for customers at corporate training centers, students in university programs and others. CAE’s business customers will benefit from more capable technologies. In addition to enhancements in the Tropos-6000 image generator and the CAE 5000 Series full flight simulator, aircrews may also use the next-generation CAE Simfinity integrated procedures trainer (IPT) with an enhanced virtual cockpit which offers higher-resolution graphics, multi-touch screens, and a new aircraftlike interface action for sliding levers or turning knobs. All new FlightSafety simulators will feature the company’s 60-inch electric motion and control loading technology, newly enhanced VITAL X visual system and its next generation instructor operating station (IOS). The company also continues to refine and expand its MATRIX Integrated Learning System. Matrix brings the realities of the Level D simulator experience into the classroom and other training devices. SimCom, much like its military counterparts, has an ambitious strategy to keep its training devices concurrent with the business aviation aircraft they
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support. One of the simulator upgrades planned during the rest of this year involve one of two, Level D Eclipse simulators to make it conformant with the Total Eclipse model. “We’re half way through it and will have it available by this third quarter. It’s a very high value upgrade for about 100 aircraft that have upgraded to the new configuration.” Brannon said. Indeed, to keep its 58 simulators in a state-of-the-art configuration, SimCom has also installed Garmin WAAS units, specific to simulators, in many of its devices. SimCom also has on its horizon the routine revision and update of various courses through the end of this year. Frasca is also successfully responding to new developments in this sector. Victor Veltze, a sales representative at the Urbana, Illinois-based company, told CAT that as the increased use of very light jets in ab-initio flight training has gained more relevance, Frasca has delivered numerous Embraer Phenom devices to Finnair Academy and Purdue University. “The FAA itself purchased two Citation Mustang devices, one to use to train their inspectors and another used for research.” Veltze also commented on Frasca’s response to dynamic training requirements, in particular, how advancement in sophisticated avionics has made training in devices more relevant. “Learning how to operate complex systems like ProLine21 and Garmin Perspective correctly from the beginning is crucial, and requires high levels of system simulation and in many cases using actual avionics.” Aeronautical Systems Engineering, a provider of various military and civil aviation training devices, is preparing to deliver its first Multi-Platform Desktop Advanced Aviation Training Device (AATD). The initial customer, National Aviation Academy, has an order for 10 units, with an option for 10 additional units. The device is designed for use in classroom environments and allows the student to interact with a life-size virtual cockpit to learn the layout and functions of the various instruments within the cockpit. Aspiring business sector pilots will see the AATD’s configurations supporting the King Air C90, Cessna 172 and four Piper models. cat
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zations’ accident reports for every aircraft for which we provide training. The instructors can get to that information very quickly and easily, and provide it to their customers.” While reviewing this training tool prior to roll-out at the centers, Brannon said he found it interesting how individual reports over the years, when compiled and compared, show a variety of factors common to many accidents and incidents, ranging from lightning and bird strikes, to runway excursions. “We’re already hearing from our instructors and customers that is a very powerful tool that allows them to branch off into an area of information that really wasn’t formalized until this time.” CAE is also harnessing the Internet to deliver instruction. “For business aviation operators we’ve included lessons learned and practices in other aviation segments. So we have the first regulatory-approved distance learning ground school that you can take and complete via the Internet – in this case for the Gulfstream 550,” Roberts added.
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WATS 2012: Still Uniting the Training and Simulation Community The World Aviation and Regional Airline Training Conference & Tradeshow marked its 15th year of bringing the global industry together for 3 days of intensive information sharing and networking. WATS Conference Chair and Editor in Chief Chris Lehman filed this report.
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ome 930 training professionals representing hundreds of companies, 82 airlines and 48 countries, reaffirmed the status of WATS as the world’s largest gathering of airline training professionals. Chief WATS Moderators Dr. Michael Karim and Peter Moxham opened the 2012 event. Before separating into pilot, regional pilot, cabin and maintenance training tracks, delegates heard poignant messages from keynote and plenary speakers. Michael Huerta, Acting FAA Administrator, kicked off the conference saying training is the foundation of aviation safety and that the FAA is raising the bar. He pointed to the 2010 Aviation Safety Act, and discussed proposed fatigue rules, and the value of scenariobased training such as the Advanced Qualification Program (AQP), and the need for Human Factors training for all aviation personnel. The second keynote was delivered by Nancy Graham, Director of the Air Navigation Bureau at ICAO. This year, WATS joined with ICAO to emphasize the Next Generation of Aviation Professionals (NGAP) initiative. Graham’s presentation also pointed to the Gold Sponsor
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Above Over 900 training professionals attended this year's event. Left Michael Huerta, Acting FAA Administrator. All images: David Malley/Halldale Media.
global harmonization of air safety rules and regulations through the standards set by ICAO. Although Graham acknowledged the record safety statistics of last year, she cited some specific concerns including runway safety and loss of control (LOC-I).
Staying Safe The plenary Workforce and Safety Insights session was kicked off by Captain Mike Carriker of Boeing. Carriker echoed many of ICAO’s NGAP messages, including “getting the magic back into aviation” so as to encourage new training starts, while holding the training standard high.
In a preview of the NGAP discussions that took place over the next three days, Carriker emphasized the need for training programs to understand the next generation. “Stop memorization by rote, embrace modern instructional design, and take full advantage of the technologies built into the aircraft.” Captain Christof Kemeny at Lufthansa CityLine then described a holistic approach to training where the pilot is considered part of the system, and training should be about improving that system, not just the machine. The pilot must remain the active controller. Finally, Capt. John Cox of Safety Operating Systems presented a methodology to quantify the financial merits of safety and training initiatives, stating that this is key to getting these activities embraced by the C-suite. Bronze Sponsors
Captain Bryan Burks of Alaska Airways followed with a presentation on Upset Prevention and Recovery Training (UPRT), a subject on the minds of many. As a member of ICATEE, Burks outlined the efforts of this organisation to deliver the updated UPRT Manual to ICAO this October, which will recommend an integrated aircraft, academic and simulator training program. Captain Richard Sowden of GE Aviation then discussed a science-based approach to training for environmentally efficient operations. The session was closed by Anthony Gagliardo of the FAA who provided an interesting overview of the role of simulation in ATC training, reminding delegates of the challenge of training ATC personnel all while the airspace system transitions to satellite-based technologies.
Top Bryan Burks of Alaska Airways. Above CAE’s Lou Németh.
that the industry should not stereotype Gen Y students, and that many have a remarkable passion for this industry, just like those that came before them. The opening session of day 2 took a wide-ranging look at topical air carrier training issues beginning with a presentation from Captain Jacques Drappier of Airbus on cockpit automation. Central to the presentation was the acknowledgement of the benefits of automation but noting that manual flying skills are perishable and that the industry needs to pay close attention to ab-initio, recurrent, and command training in this regard. “Aircrews need practice to learn and enhance manual flying skills – training is the only answer.” CAE’s Lou Németh was next up with a view of simulator operations quality assurance (SOQA), and the effort to promote SOQA to enhance the value and integration of simulators in training, something that is getting a great deal of attention of late. The session closed with a perspective from Captain Amit Singh of IndiGo, who provided a back to basics look at How, What and How Often to Train, as part of his presentation “Redefining Crew Training.”
In the first Regional Airline Pilot (RATS) session, Captain Jim Green of Utah Valley University hit back at the looming 1,500 hour new hire requirements, telling delegates it will exacerbate the coming pilot shortage, drive training costs higher and further discourage new student starts. Green stated this was a problem that should greatly concern the Majors as well. Mark Sawyer from Aerosim picked up on the issue, saying that there is a clear training financial crisis, and that airlines needed to step up to resolve it. Leadership is being demonstrated by European and Asian carriers who have shown that with good screening and selection, training investment risk is mitigated. Lynne McMullen of Seneca College in Toronto closed the session by challenging ICAO and national regulators to increase the recognition of simulation in ab-initio training. The second RATS session began with Captain Darrin Greubel of ExpressJet discussing his airline’s plans for future hiring, and the value of accurate data tracking to predict future needs. Greubel stated that his airline was assuming it would need to meet the 1,500 hr requirements, and plans were underway to achieve it. Terry Hibler of FSI then stepped in to deliver Drew Bedson’s presentation on the traits needed in 21st century captains and the critical value of the instructor. The session closed with Captain Paul Kolisch of - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E
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With maintenance and cabin delegates now in their separate conference tracks, the afternoon continued with a look at the changing regulatory environment. The FAA’s John Allen provided an update on the 2010 Aviation Safety Act, and stated that a final rule on Safety Management Systems for Part 121 carriers is expected by August 2012. The requirement for all Part 121 pilots to hold an Airline Transport Pilot certificate is expected to be self-enacted by August 2013, and the final rule for upset recovery training, originally expected October 2011 has been delayed (see regulatory article this issue). FAA also touched on possible future MPL applicability in the US and outlined an agency vision for a US Aviation Academy, which would graduate pilots with a 4 year degree. Dr. Gerald Dillingham of the Government Accountability Office (GAO) advised that his office continues to prepare succinct reports on pilot training and safety, and while they were not offering firm conclusions about a “pilot shortage” concern was expressed about reported “dissatisfaction” with primary training among some candidates, and the high drop-out rate. PABC’s Pete Wolfe closed the session by offering comment on the large numbers of organizations developing the global workforce through NGAP programs and the need to address “crayons to cockpit” audiences. The final WATS Pilot session of the day focused on primary training issues, and began with Captain Arnie Kraby of Delta emphasizing the importance of STEM initiatives, and the impact on student pilot starts and training paths. Delta and ExpressJet are currently working with select aviation universities to support students pursuing professional aviation careers. Next, an important European proficiency-based training model was highlighted by Sauli Kuortti of the Finnish Aviation Academy. With a rigorous screening and selection system, the use of a Phenom 100 light jet, and the embrace of high fidelity synthetic training devices, the program enjoys a 98% student pass rate with graduates gaining employment as F/O’s in jet transport category aircraft. The final presentation was from Western Michigan University. The main message from the joint professor-student team of Lori Brown and Shelby Beauregard was
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Pinnacle outlining practical approaches to accommodate the FAA’s new Stall Training Advisory Circular (AC), pointing out that stalls remain the leading cause of fatalities in the commercial fleet. A highlight of RATS has been the inclusion of two breakout panels led by the Regional Airline Association (RAA).
The theme for WATS 2012 was Optimising Human Performance in Aviation Training and Operations The first panel looked at the demand for pilots, along with the critical issues associated with attracting and maintaining the work force. Moderated by Air Wisconsin Captain Paul Preidecker, the session included panelists Captain Darrin Greubel of ExpressJet, UND Professor Kent Lovelace, A4A Director Paul Railsback, and the FAA’s Robert Burke. There was consensus that airline pilot applicant numbers were sharply down, with some carriers stating they have no new applicants whatsoever. The panel noted pilot supply “complacency,” and that a “perfect storm” was in the works. The second RAA-led panel dealt with the challenges and rewards of preparing for airline service. Moderated by Captain Keith Stamper of Trans States, panelists included Captain Craig Bentley of Cape Air, and Captain Shane Losee of SkyWest. Comments included the need to spend less time training on “gadgets” and more time on manual flying, as well as engaging with pilot aspirants to share the cost of training and define a career path. An excellent discussion ensued on what regional airlines look for in pilot applicants, and two new regional airline F/O’s, Jory Striegel and John Colquitt gave valuable perspectives on their experiences, including the high value they placed on their time as instructors.
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Aerospace discussed his organization’s work in developing occupational standards to form the basis for curricula and industry needs. Terry Michmerhuizen of WMU outlined the challenges facing Part 147 schools including a curriculum that hasn’t substantially changed since the early 1990’s.
Dr Bill Johnson, FAA, once again assumed his regular duties of maintenance track moderator and opened the first session on International Maintenance Training. Two regions – Latin America and Canada – were compared, followed by a US perspective on what to teach in the 21st century. Carlos Sotomayor of Lufthansa LAN Technical Training summarized the issues - not enough graduates, and not enough skills in those graduates. Robert Donald of the Canadian Council for Aviation and
The second maintenance session looked at Technologies for Maintenance Training, and Scott Ariotti of DiSTI concluded that past constraints such as classrooms and the use of real equipment left cognitive gaps, which we can close with virtual environments and desktop trainers. Several case studies were offered up as proof. Michael Kalbow of Airbus continued the theme with a description of his company’s blended training approach and the underlying pedagogical philosophy of Airbus Competence Training. On day 2 maintenance delegates returned for a Potpourri of Training Issues. The US and the EU signed a bilateral agreement for certification and management of dual certificated 145 repair stations. Richard D’Loss of Rubicon Aviation Training explained how it worked and noted further information is on the FAA website under Repair Stations. Hans-Jörg Lotter of infoWERK discussed the need to look into AMT skills over the next 15 years, and that significant
work had been done to define future skill requirements. Dr. Bill Johnson closed the session himself by stating that Managers and CFOs must be able to see and understand the ROI on training investments, and profiled a case study where a 3:1 ROI was achieved. See CAT issue 2-2012. A highlight this year was a panel of six maintenance students from WMU and Embry-Riddle. These articulate and professional young men and women discussed their views of training and their concerns. As they effortlessly countered negative stereotypes often applied to their generation, they asked for more hands-on training time, more elearning and fewer lectures, and voiced their concern that much of the curriculum was oriented towards small GA aircraft. Delegates left this session with a more positive view of the young people they will soon see in their maintenance operations. The final WATS Maintenance session dealt with the role and power of simulation technology. CAE’s virtual environment was demonstrated by Pierre Bérubé, noting that the technology can be delivered in classroom, virtual and mobile environments, including convergence with operations. Erik Tobler of Aerosim discussed a similar theme and noted customer feedback on the return realized with the methodology. Finally, Thierry Crespo of NGRAIN demonstrated his company’s virtual task trainer, also providing metrics on the returns realized with simulation technology.
WATS Cabin Track Regulatory Breakout Panels
1) Partners in Safety: Improving Training Practices Through New Provisions. This ICAO-led panel illustrated the work underway to introduce provisions related to multi-crew pilot licence (MPL), flight crew core competencies, EBT, competency frameworks for ATM and maintenance personnel, cabin crew and stall and upset training. 2) States' Perspective on Meeting the Challenges of NGAP. ICAO-led panel illustrated that Nation States have to take a proactive role in ensuring that their air transportation system recruits, trains and retains the right number of people with the right competencies. 3) FAA National Simulator Program (NSP). FAA NSP-led panel and Q&A.
Moderated by industry veterans Jeanne Kenkel and Al LaVoy, this years’ cabin conference saw 100-plus delegates continuously in the track. The first session took on a European feel as Anna Mellberg Karlsson of Novair compared the training needs of the current and older generations, followed by Wolfgang Jabornik of Flight Attendant Safety Training (FAST), who discussed his company’s online initial safety course, which he said makes the prospective flight attendant more hirable. Ann-Charlott Strandberg and Bryan Moore of Cabin Aviation Training (CAT) of Sweden discussed traditional teaching methods combined with elearning and noted that the future of cabin training is “virtual.” In the following session, Dr. Doug Farrow of the FAA and Maria Teresa Cook of United traced the history and
progress of AQP, noting that as of January 2012 there were over 45 programs in development or operation at over 30 airlines, impacting some 150,000 pilots, dispatchers, and flight attendants. Next up was WATS veteran Tiffany LaTour of US Airways who outlined her company’s selection and training process for the critical AQP Instructor/Evaluator role. Closing out the session was Dr. Paulo Alves of MedAire who discussed the latest thinking in fatigue and aviation CRM, and fatigue risk management systems (FRMS). Day 2 saw the subject change to the very topical issue of integrating flight attendants from two merging airlines. Larry Parrigin at Southwest and Paul Kirkley of AirTran talked about the merger issues, including a 2 ½ year timeframe for completion and their special 11-day merger training program. Michelle Farkas of Delta said that AQP made the integration of the 20,000 Northwest and Delta flight attendants much easier. Stephen Howell of US Airways chimed in by pointing out that Safety Management Systems (SMS) also has a role in supporting the successful integration of operational procedures and training programs during an airline merger. WATS stalwart Ivan Noël of Inflight Innovations kicked off the next session by noting that the “Net” Generation is a “Need to Know Now” group, and offered tips on how to enroll the best and brightest flight attendant applicants. Nourishing a workforce to create a culture that brings out the best, was the subject of the next presentation by Michaela Green of GoJet. Green pointed out that establishing human connections with your workforce can help achieve this goal. Finally, Myrna Andrews and Megan Hallenberg profiled SkyWest’s AQP grading scale that is used to evaluate flight attendants in multiple categories of performance using just four simple numbers. The last cabin session dealt with Training for Safety. Martin Maurino of ICAO profiled the ICAO competency-based approach to safety training, followed by Sherry Saehlenou of Boeing who discussed putting the “C” back in CRM training, stating that communications is key to any team effort, particularly among diverse organizations. Confirming the increasing and proactive use of operational and safety data, Kris Hutchings of WestJet showed how his airline was incorporating cabin safety audit results into training.
Technology Update WATS 2012 closed with two technology sessions for all tracks. Suranga Wickramasekera of Thales provided some unique insights into how advanced IOS utilities can help facilitate Evidence-BasedTraining (EBT) programs in the flight simulator. Dan Littmann of FSI explained the nature of aircraft icing, and provided insight into both the limitations and value of the full flight simulator to train crews in this environment. Nick Papadopoli of Adacel discussed yet another flight simulation enhancement trend - synthetic ATC capabilities. The final WATS 2012 session was launched by Tom King and Katy Pryde of Boeing who chronicled the short but effective history of iPad use in the cockpit and the lessons learned to date. Dr. Suzanne Kearns of the University of Western Ontario described the utility of short (or “snap”) safety courses that can be delivered on mobile devices. Matthias Groppe of the Pilot Training Network closed the session – and the conference – with a discussion of student progress monitoring in a distributed training environment. All WATS/RATS 2012 presentations are available for viewing on the Halldale.com/wats website. Next year's event will be held 16-18 April 2013 at the Rosen Shingle Creek Resort, Orlando. cat
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The 2011 event, held in Bangkok, attracted over 260 attendees. Image credit: David Malley/Halldale Media.
Day 2
APATS 2012 The Asia Pacific Airline Training Symposium (APATS) will once again be held in Singapore, a prime Asian aviation hub. From August 28-29, the show will explore aviation flight training and simulation from the Asia Pacific region. Chris Long previews the event.
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he momentum behind the growth in demand for aviation in Asia continues, and with it the development and expansion of training solutions. Although pilot training is a global issue, there is a particular urgency in answering the immediate requirement for flight deck crew throughout Asia. The emergence of strong regional training providers, frequently established in partnership with major global partners, is now starting to bear fruit as increasing numbers of locally-trained pilots take their place in the cockpit. APATS 2012 draws on the expertise, not just of the Asia Pacific region, but also of the global network of selected civil aviation training specialists, who together bring immense knowledge to the topics to be addressed. We are privileged to have the keynote speech delivered by Mr Yap Ong Heng, the Director General of the Civil Aviation Authority of Singapore (CAAS), who will set the scene for this two day event. Alongside him will be the guru of Safety in Civil Aviation, Don Bateman, of Honeywell, who, amongst many safetyrelated innovations, is responsible for the development and adoption of GPWS and EGPWS into routine airline operations. In that opening session we will also hear
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from Suzanne Roy, who as Vice President, of the newly-created CAE Oxford Aviation Academy, has a particularly broad overview of the global and regional training trends.
Day 1 This will feature several sessions on critical topics, starting with an absolutely fundamental question – where is the balance between automation and manual flying? Cultural differences should be taken into account to shape the form of training delivery, not just from a regional perspective, but through acknowledgement that the present generation joining the industry have a new approach to training – our experts will deliver penetrating analyses on these issues. Ideas on the practical application of evidence based training (EBT) into all stages of the process will be examined and solutions proposed. Finally there will be the opportunity to listen to another set of key players, the regulators, as they give a view on some of the challenges in recent changes to training profiles. Bronze Sponsors:
The topics on Day 1 lend themselves well to the “classic” format of the wellproven Halldale conferences. However some of these, and in particular some of the other topics, can be also be addressed through Panel Discussions, and this will be the model for Day 2. The Halldale innovation this time is to reach across to other conference platforms, and facilitate greater interaction with the delegates. The aim is to use familiar IT, smart phones and tablets, to access the Moderator so that questions can be delivered live; there will be simultaneous translation available both in the conference hall and in the IT loop. The Moderator will have live screens to show SMS and a webpage of the Halldale website and will work with the questions that appear there. For those who wish to get ahead of the game, it will be possible to post questions for the sessions on Day 2 in advance on the Halldale website. Subject Matter Experts will be on the panels to answer questions on Automation/Manual Skills, Ab Initio Training, Aviation English, Technological Issues, and finally there is the opportunity to ask about some innovative Augmented Training Approaches. Once again APATS will bring fresh insights into the ever-changing world of pilot training. Experts at the top of their game will be on hand to bring you up-todate, and in the Exhibition Hall there will be a wealth of the very latest of effective training solutions on show. Finally, the plentiful networking opportunities will allow delegates to follow up on all the issues that they need answers to through direct engagement with the cream of the training professionals, in both the Conference Hall and the Exhibition Hall. Please visit www.halldale.com/apats for the latest up-to-date conference programme, as well as further show information. We look forward to seeing you in Singapore. cat - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E
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A compendium of current news from the civil aviation training industry, compiled and edited by the CAT editorial team. For the latest breaking news and in-depth reports go to www.halldale.com.
Command Skills Development – IndiGo has selected CTC Aviation Group Limited (CTC) to train its future Captains. CTC will deliver an intensive command skills development programme to some of the airline’s future Captains – providing successful candidates with the appropriate training required to take on the significant responsibilities that come with the command jobs. CTC’s command skills development programme has been approved by the Indian DGCA for use by IndiGo. Consisting of a four day ground school programme followed by 12 simulator details prior to returning to the line for a continuous development programme, the course has been fully tailored to incorporate IndiGo’s SOPs, documentation and company culture. AirAsia MPL Training – Asia Pacific Flight Training (APFT) has been selected to provide local support for the first and second phases of CAE’s fourphase Multi-crew Pilot License (MPL) training program for AirAsia. Following completion of the first two phases of training at APFT, the Intermediate and Advanced phases of the CAE MPL program for AirAsia will be conducted at the Asian Aviation Centre of Excellence, a CAE-AirAsia joint venture training facility in Kuala Lumpur, Malaysia. The MPL license is expected to be granted by the Department of Civil Aviation Malaysia (DCAM) following the takeoff and landing phase of training. Graduates will then enter AirAsia’s initial operating experience program for Airbus A320 First Officers.
Above IndiGo captain and female SFO in cockpit. Image Credit: CTC.
CAE recently announced a contract to train more than 200 additional new AirAsia A320 First Officers in a competency-based MPL program to be conducted at training locations in Malaysia. MPL Core Skills – Oxford Aviation Academy (OAA) has launched MPL core skills training at its Oxford Training Centre using a dedicated fleet of newly registered EFIS Cessna 182 aircraft to deliver MPL First Officer Cadet Programmes with European airline easyJet. The inaugural easyJet MPL cadets are now entering their MPL core phases of flight training using the first two EFIS Cessna 182.
Having been the first training organisation to launch MPL in UK Airspace with European airline Flybe and now with 12 MPL cadets already flying for the carrier, the introduction of the EFIS Cessna 182 aircraft at Oxford is the latest milestone in the development of OAA’s evolving MPL Cadet Programme which will train 30 MPL cadets for easyJet by 2013 plus further cadets for Flybe by 2014. Pilot Screening Products – To meet the ever increasing demand for objective, reliable selection and assessment in the aviation industry, Symbiotics Ltd. has launched its full range of screening and selection tools. The newest products, ADAPT Pre-Screen and FAST Pilot Screening, augment the pilot selection service provided by ADAPT. ADAPT provides a bespoke report to fit the airline or flight training organisation’s requirements and offers
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a predictive assessment of candidates’ suitability and trainability for the role. ADAPT Pre-Screen takes key elements from the full ADAPT system, including personality questionnaires and psychometric testing, and combines them with the newly developed FAST Pilot Screening Tool. FAST is an online tool that assesses and provides instant candidate reports on learning potential and ability to multi-task in an aviation context. Pilot Recruitment – Air Georgian has signed a partnership agreement with Ottawa Aviation Services (OAS) to assist with pilot recruiting and selection needs. OAS uses the COMPASS battery of pilot selection tests to assess Air Georgian applicants for flight crew employment. These assessments test for advanced aptitude skills, English language proficiency and personality profiles. The COMPASS tests were developed by the European Pilot Selection & Training Company, and are extensively used by airlines in Europe and Asia. Air Georgian and OAS are also partnering in a Pilot Provisioning Service whereby OAS will train flight crew candidates to Air Georgian’s requirements in its integrated ATPL program. Candidates will then be interviewed and carefully selected using the basic and the advanced COMPASS battery of tests. Successful graduates will be offered an opportunity to interview with Air Georgian for potential employment. Initial & Recurrent Training – Horizon Swiss Flight Academy is launching new operator-specific initial and recurrent training at its centres in Switzerland. All courses are provided in accordance with EU-OPS requirements and JAR-FCL. The new courses include cockpit resource management (CRM); emergency and safety training (ESET) and first aid; crew selection: assessment of flying skills, HUPEX (human potential explorer), psychological assessments, written test basic knowledge (ATPL); simulator training for flight crews, dispatchers’ course; and other courses including cabin service, RVSM, winter operations, security and handling dangerous goods. Swiss charter company G5 Executive started ESET and CRM training earlier this year. Helvetic Airways is
Above Horizon SFA is launching new operatorspecific initial and recurrent training Image Credit: Horizon Swiss Flight Academy.
another client, while Jet Aviation and Farnair are partners in the pilot selection offerings. Training Partner – Donavia, a wholly owned subsidiary of Aeroflot, has selected Flight Simulation Company (FSC) from Holland as their exclusive training partner for the training of Donavia’s Airbus A320 flight crew. FSC will provide customized training programs for initial, conversion and recurrent training as well as full flight simulator capacity on B737 and A320 full flight simulators. The first twelve crew members have already successfully passed their A320 type conversion training at FSC in Amsterdam while other crews are just starting their training courses. Thai Airways Launches Thai Flight Training Co. – Thai Airways Inter-
Commercial Aircraft Sales March 24 – May 20 2012 Aircraft type
Number Operator/Buyer
A330 11 B777-300ER 7 (4 p.r.) B777-300ER 20 B777-300ER 3 E170 1 E190 1 Q400 NextGen 45
Garuda Indonesia Eva Air China Eastern TAAG JAL BA Cityflyer WestJet
national Public Company Limited has launched TFT: Thai Flight Training Co. Ltd. and signed an MOU between TFT and leading academic institutions in aviation, aiming to make Thailand an aviation training centre in South East Asia. Captain Chuchart Jantabutara, managing director of TFT, signed the MOU with seven leading institutions - Civil Aviation Training Center (CATC), International Aviation College, Nakhon-Phanom University (IAC NPU), Bangkok Aviation Center (BAC), Kasem Bundit University, Assumption University, Sripatum University, and Bangkok University. The signing aims to establish courses for those interested in studying in the field of aviation, leading to more aviation personnel according to the government’s policy. TFT has already been offering aviation courses such as pilot training, flight attendant training and has supplied aviation personnel to Thai Airways International and other airlines. Part Sponsored Pilot Training – Europe’s largest regional airline, Flybe, has selected CTC Aviation as their training partner for a new part-sponsored cadet programme. The part sponsored programme will provide selected pilots with a significant financial contribution towards the training costs and see graduates operating as First Officers on Flybe’s Q400 fleet by early 2014. After completing a joint CTC-Flybe selection process, successful candidates will undertake an airline-focused training programme at CTC’s Crew Training Centres in the UK and New Zealand.
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has selected CTC Aviation to supply pilots to support the airline’s rapid expansion plans. The airline has orders worth over US$50 billion for Boeing 787s, 777s, Airbus A350s, A380s and the A320 family of aircraft. As a result Qatar Airways has significant pilot recruitment campaigns taking place around the world and a supply of graduate pilots from CTC’s “CTC Wings” programme will form a key part of the intake in future years. The first 18 CTC pilots selected by the airline will complete their A320 type rating training at CTC’s UK-based airline training centre during April and May, and commence line operations with Qatar operating out of Doha during summer 2012. As part of CTC’s philosophy to work in partnership with their client airlines, a CTC TRE (Type Rating Examiner) has been working alongside the Qatar Airways team in Doha to ensure that the type rating training for the new intake pilots is accurately tailored to incorporate Qatar Airways’ SOPs (Standard Operating Procedures) and company culture. Primary Training Supplier – Oxford Aviation Academy (OAA) has signed a new five-year training services and support agreement with Scandinavian Airlines (SAS). This will provide flight crew and cabin crew training facilities at OAA’s Scandinavian Training Centres and has been specifically tailored to meet the airline’s expanding training requirements up until 2017. OAA will be the primary supplier of training to SAS in support of its A320, B737NG, B737CL and MD80 aircraft types in addition to offering further training capacity on the CRJ 900 and A330/A340. Next-Gen Trainer – CAE has developed a next-generation CAE Simfinity™ integrated procedures trainer (IPT) with an enhanced virtual cockpit which offers higher-resolution graphics, multi-touch screens, and a new aircraft-like interface action for sliding levers or turning knobs. The CAE Simfinity IPT also offers optional primary and secondary controls, sound and visual simulation for a more immersive experience. Exclusive Training – CAE has signed a long-term agreement with Masterjet to train pilots exclusively at Emirates-CAE Flight Training in Dubai, UAE, as well
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They will go on to complete their Q400 type rating at the Flybe Training Academy in Exeter. Cadet Programme – Oxford Aviation Academy (OAA) has signed a new multi-year training services agreement to supply ab initio graduates through a new airline pilot Cadet Programme with Tiger Airways - the APP First Officer (APPFO) Cadet Programme. ATPL ground training will be delivered by OAA in Singapore in partnership with Temasek Polytechnic and flight training (single pilot and multi pilot) provided at the OAA training centre in Melbourne, Australia. A320 Type training courses for the cadet graduates will be delivered by OAA in both Hong Kong and Singapore. This new Cadet Programme uses the latest OAA Media computer based training (CBT) technologies for ATPL ground training and flight training will be delivered using a new generation Electronic Flight Instrument System (EFIS) fleet of training aircraft and simulators. The first Cadets are expected to enrol in the second half of 2012. BA Future Pilots – The first-ever British Airways Future Pilot Programme cadets started their 18-month pilot training course in April. Only the top three percent of applicants qualified for the airline’s dedicated training programme, with the successful 95 future pilots fighting off stiff competition from more than 3,500 hopefuls. On completion of their training the newly qualified pilots will be introduced to the British Airways fleet of aircraft and will begin their flying careers. The cadets will start their training at one of three British Airways approved flight training schools in Oxford, Southampton and Jerez in Spain, between April 2012 and February 2013. Training Support – Air Malta has signed a comprehensive training agreement with OLT Express Poland that includes a Train the Trainers Course for cabin instructors, cabin crew initial training and Airbus A320 pilot conversion courses. Air Malta has also longleased an A320 aircraft to the airline. Air Malta is approved as a TRTO (Type Rating Training Organisation) by Transport Malta’s Civil Aviation Directorate and is fully compliant with all EU aviation legislation. Future Pilot Supply – Qatar Airways
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as CAE training centres near London, UK; New York City and Dallas for Cessna CJ3, Dassault Falcon 7X, 900 and 900EX EASy aircraft types.
Flight Simulators RealLED projectors – British Airways has upgraded a fifth full flight simulator using projectiondesign’s latest RealLED™ light-source projectors. Following on from last year’s initial installation of a simulator based around the projectiondesign FL32 projector, this latest upgrade features projectiondesign’s FL35 wqxga, unveiled at the end of last year as the highest-resolution solid-state light-source projector available with its 2560x1600 pixel resolution. The new system features three projectors in a design drawn up by the airline’s systems integration partner RSI Visual Systems. The projectors are integrated with the RSI XT4 Level D image generator and are used for showing out-thewindow content. TFC & LFT FFS – From 1 October 2012, TFC GmbH Käufer (TFC) will operate a Lufthansa Flight Training (LFT) Airbus A320 full flight simulator at its
Above British Airways has upgraded a fifth FFS using projectiondesign RealLED projectors. Image Credit: projectiondesign.
training centre in Essen, Germany. LFT customers who have their home base in North Rhine-Westphalia or in countries bordering Germany to the west will be able to reduce the long-term costs of training their A320 pilots.
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“This new resource expands the range of TFC’s professional training platform for our Multi Pilot Licence (MPL) trainees and TFC customers,” said Christian Käufer, managing director of TFC. “This is also the first A320 full flight simulator to go into service in North Rhine-Westphalia.” A320 FFS Qualification – FlightSafety International’s first Airbus A320 simulator delivered to China has been qualified by the Civil Aviation Administration of
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feature the company’s latest advances in technology including 60-inch electric motion and control loading technology, newly enhanced VITAL X visual system, and next generation flight instructor operating system. Hondajet FFS – FlightSafety International and Honda Aircraft Company have announced the design and manufacture of the first full flight simulator for the Hondajet is underway. Training using the first HondaJet FFS will be available at Honda Aircraft Company’s facility in Greensboro, North Carolina. FlightSafety will provide initial, type rating, and recurrent HondaJet pilot training, for both single and dual-crew operations. It will also provide the HondaJet mentor program to further enhance safety. The maintenance technician training program for the HondaJet will include comprehensive theoretical ground school and practical hands-on training programs, presented by trained HondaJet FlightSafety instructors that are approved and certified by both the FAA and EASA.
Acquisitions/New Companies L-3 Acquisition – Thales has reached an agreement on the sale of its fixed-wing civil simulation and aircrew training activities to L-3 Communications. The purchase price is £83 million (approximately $132 million). The transaction will include the civil fixed-wing simulation activities in Crawley, UK, and its flight simulation training centre located in Bangkok, Thailand. The acquisition is anticipated to be completed in the summer of 2012, subject to customary closing conditions and regulatory approvals.
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China. FlightSafety has also received Level D qualification from the United States Federal Aviation Administration for an Airbus A320 simulator located at the company’s simulation design, manufacturing and support facility in Tulsa, Oklahoma. FlightSafety’s first Airbus A320 simulator delivered to China was designed and manufactured for Wisesoft Corporation of Chendu, China, and will be used to provide initial and recurrent training to Air China pilots. The A320 simulator located in Tulsa will be used initially by leading aviation organizations for pilot and maintenance technician training and to provide FlightSafety with direct feedback on the new advances in technology it has developed and incorporated into the device. Frasca Sim Sales – Frasca International, Inc. has received several contracts for flight simulation equipment recently. Seneca College in Toronto, Canada, has placed an order for a reconfigurable King Air B200/B58 Baron Transport Canada Level 2 flight training device (FTD). The FTD will feature Frasca’s 220° TruVision™ visual display system with three LCoS projectors. The Liberty University School of Aeronautics, Lynchburg, VA, has ordered a Piper Arrow TruFlite™ AATD from Frasca. The East African Civil Aviation Academy, Soroti, Uganda, has ordered a Frasca 172S FNPTII STD. The facility provides training through instrument and multiengine ratings. Expansion – Thales UK is to provide EVA Airways with Airbus A320 and Boeing 777-300ER Level D full flight simulators. The contract is part of EVA Airways’ expansion plan to its state of the art Flight Training Academy located at Taoyuan near Taoyuan International Airport in Taiwan. The two simulators will be equipped with Rockwell Collins latest generation EP8000 visual system and the contract includes an Enhanced Flight Crew Debriefing System. The A320 FFS will be ready for training in the third quarter of 2013. The B777-300ER FFS is set to be ready for training by the first quarter of 2014. Thales UK will also be providing an Airbus A320 FFS to Hua-Ou Aviation Training Centre, a joint venture between Airbus China and China Aviation Supplies Holding Company, which will be installed and ready for training before the end of 2012 and be the first Thales latest generation RealitySeven FFS product to enter service in Hua-Ou and in China. This simulator will introduce new features including a dual language English/Chinese instructor station, remote instructor operating station via iPad and an enhanced brief/debrief system. FFS Sales – CAE has sold seven full flight simulators to customers in Algeria, UAE, India, and China, worth C$90 million. The sales include an ATR 72-500 to Air Algerie in Algeria, a Boeing 737NG to Emirates-CAE Flight Training (ECFT) in Dubai, UAE, two Airbus A320 FFSs for the new Interglobe-CAE joint venture airline training centre in Delhi, India, an Embraer ERJ-190 to Zhuhai Flight Training Centre (ZFTC) in China, and two FFSs to undisclosed customers. The company has also sold CAE Simfinity™ integrated procedures trainers (IPTs) to ECFT and ZFTC, an A320 Airbus procedures trainer (APT) for the new Delhi training centre, and a CAE Simfinity virtual simulator (VSIM) to ZFTC, as well as simulator updates and spares to various customers. A350 FFS – FlightSafety International is to design, manufacture and support full flight simulators and advanced training devices for the Airbus A350 aircraft. The simulators will
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Thales will continue to develop its military system capabilities which will remain part of its key product portfolio. However, Thales feels that L-3 Communications Link Simulation and Training UK Ltd. will be better placed to maximise the potential of the civil simulation business. Pending the successful completion of this transaction, Thales Training & Simulation will be integrated into the L-3 Link Simulation & Training organization, which is part of L-3’s Electronic Systems Group. CAE Acquires OAA – CAE has acquired Oxford Aviation Academy (OAA) for C$314 million. The acquisition will help increase CAE’s training centre footprint, grow its ab-initio flight training network and extend its portfolio by adding OAA’s Parc Aviation, a provider of pilot and maintenance crew sourcing for airlines and leasing companies. CAE will now add seven new aviation training centres to its global network and 40 full flight simulators, for a total of 211 simulators. Four of the industry’s most renowned flight academies with a capacity to train over 600 cadets annually, will be added to a CAE-operated network of 12 flight schools with a capacity to train 1,500 cadets annually. The CAE-operated flight schools will be branded CAE Oxford Aviation Academy. Real Time Integrators Formed – At WATS 2012 it was announced that Real Time Integrators, Inc. has been formed to address the increasing demand to update and refurbish existing simulation display systems, including those held by commercial airline training organizations. “We like to describe Real Time Integrators (RTI) as a new company with considerable visual system experience,” Mike Raines, proprietor of RTI, said in a statement provided to CAT. “The services we are offering to the simulation and training community is a way forward to increase realiability, maintainability, and longevity of existing visual systems, through the
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leveraging of new, long-term display system technology.” The new Winter Springs, Florida-based company notes the demand for airline pilots is presently increasing at a rate which outpaces available training capacity. This puts more emphasis than ever on retaining existing training system capacity. “We focus primarily on the integration of ultra-long-life, professional-level digital projection technology to enable continuous visual system operation over many years,” Raines pointed out. “We utilize expertise in mechanical integration, calibration, edge blending technologies, and knowledge of existing image generators. Our partner workforce is specialized and flexible, enabling us to leverage specific expertise on a case by case basis.” RTI’s technology insertion strategy includes the latest in LED-illuminated digital projection, promising thousands of hours of continuous and consistent operation over traditional lamp-based or CRT projectors. Irish Training – College Ireland Aviation Services (CIAS) is the latest training related offering to the international aviation community. The Irish Aviation Authority (IAA), under the umbrella of CIAS, has brought together 18 different entities from this aviation and university sector to form an Irish Aviation Center of Excellence with the capacity to provide training and consultancy services for all disciplines within the global aviation industry. Courses range from aviation English and cabin crew training to MRO or pilot training.
Maintenance Training B787 Training Capability – Monarch Aircraft Engineering Technical Training Academy (MAETTA) is to commence Boeing 787 training this year, investing $2.5m on state-of-the-art desk top training equipment. Based at London Luton Airport, the technical training academy will undergo a complete refurbishment providing several new classrooms and facilities for Composite and Fibre optic training. Commenting on this development in capability, Mick Adams, Managing Director said, “Monarch will be one of only five Boeing 787 training providers worldwide and the first outside of Boeing.” Boeing 787 full B1 and B2 will commence from October 2012. Composite and Fibre optic course will commence January 2013. Apprenticeship Scheme – Monarch Aircraft Engineering Limited (MAEL) has launched its latest apprenticeship scheme for summer 2012, aimed at 16-18 year olds. The scheme, which was first introduced 41 years ago, will take place at both London Luton and Manchester Airports from 28th August 2012 and will welcome its 700th apprentice since it began in 1971. Monarch’s apprenticeship scheme has introduced over 32 apprentices in the last four years. The scheme not only invests in the local community through the creation of jobs, but also supports Monarch Aircraft Engineering’s succession plans. Through the scheme applicants obtain a great understanding of the aviation industry; skills of which they can eventually apply to other areas of the business. Successful applicants will initially study for 17 weeks to gain an NVQ Level 2 Diploma in Performing Engineering Operations. Upon completion of the NVQ there will be a number of places available to move onto the four year vocational
Courseware with a Difference – infoWERK multimedia and FARNAIR Training have announced a new ATR multimedia-based training with a different feel to it. Produced by an operator for operators, it provides not only technical knowledge, but also operational aspects
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and hints, which help to improve the daily operation of the ATR. The new multimedia-based training (MBT) was designed with the aim to produce a tool with a practical feel to it. It was a project in which infoWERK, as the producer, worked closely with FARNAIR Switzerland AG. The CBT not only explains in detail technical systems, but also operation procedures are included, such as recognising severe icing and the severe icing procedure as published by ATR. Limitations are included in the appropriate chapters. The MBT is based on the ATR 42-320 which provides difference and familiarisation training for all other variants except the -600, which will follow later. Training on Mobile Devices – CPaT announced their new ‘Play Ready Training’ which provides customers with interactive Level III training via their mobile devices. This new delivery method unifies CPaT’s principal offerings and represents an ever expanding commercial presence of Level III interactive aviation training solutions on any platform. COMPAD ATQP Modules – prodefis, a provider of specialized software solutions for aviation training management, has announced new modules for its evidence-based training (EBT) system, COMPAD ATQP. The CBT module provides full support for competency-based training and allows combining it with the EBT features of the system. The IndividualLook® module automatically generates tailored training and check syllabus on a pilot basis by looking into individual performance history. “Our system has been generating syllabi automatically since the release of our Automatic FirstLook module, but IndividualLook takes the flight training to the next level,” said Arvand Varahram, managing director at prodefis. Mobile App – Jeppesen, a unit of Boeing Flight Services, has introduced a new mobile app, JeppCatalog, to simplify access to Jeppesen’s aviation retail catalog content and enhance the purchasing process for customers. Featuring the same detailed information about Jeppesen’s industryleading aviation products and services contained in the printed annual catalog version, the JeppCatalog app also
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scheme, which will provide practical training on aircraft mechanical systems by working alongside highly skilled mentors. The applicants who are selected to advance onto the four year scheme will also receive theory training on aircraft mechanical systems to the EASA ‘A’ licence standard and complete the various elements that make up the City and Guilds NVQ Level 3 Apprenticeship in Aeronautical Engineering. A320 VMT – Swiss AviationTraining’s new Virtual Maintenance Trainer (VMT) is a high-performance computer tool that can realistically simulate all the various maintenance tasks required on an Airbus A320. The VMT is usable anywhere and at any time. With its EASA Part 147 certification, Swiss AviationTraining is one of the first training organizations in the world to offer the latest Airbus A320 maintenance training programme for technical personnel that is currently available on the training market. Maintenance Training for African Airline – Pan Am International Flight Academy concluded the first maintenance training course for 75 TACVCabo Verde Airlines maintenance personnel, on the eve of the arrival of this African airline’s first Boeing 737NG. The 80-hour course, carried out in accordance with ATA 104 Level II objectives, included three components: traditional classroom instruction, simulator training and visits to aircrafts. This new blended format allows the students to get the theoretical aspects of the various maintenance tasks and a practical hands-on feel for the controls and operation of the aircraft. CAAC Approval – CAE is the first independent training provider to be qualified as a Civil Aviation Administration of China (CAAC) approved training organization for maintenance training for Dassault Falcon aircraft under China’s CCAR-147 regulation.
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includes video content and links to follow for expanded product information. The JeppCatalog app features information on product categories including chart navigation services, pilot courseware, flight planning, training materials and pilot supplies. Planning Management – Software maker Britannica has signed a major contract with Boeing Training and Flight Services to provide its Fox Advanced Training Management System. The software system will provide syllabus planning and certification management, resource and scheduling management and other services. CBT for ASTECA – CPaT is to supply Asteca, Asesoria Tecnica y Capacitacion S.C. based in Mexico, with its entire library of Flight Training programs for all aircraft types. Some of the aircraft programs being supplied include the A320, B737 Classic and B737NG. CPaT are also providing ASTECA with their Learning Management System (LMS) along with all of their Specialty courses including CRM, RVSM, HAZMAT, Volcanic Ash, Jet Upset, ETOPS, MNPS, High Altitude Flight and Rapid Decompression,
Fatigue, and Low Visibility amongst others. EMB 145 CBT – Baylor Institute for Air Science (a branch of Baylor University) will use Avsoft’s enhanced Embraer EMB145 pilot training course, in conjunction with Avsoft’s Learning Management System (LMS). Baylor will also use Avsoft’s new and flexible Block Hour licensing program that allows airlines and training organizations to train hundreds of pilots for one hourly rate. Training Needs – MINT Software Systems has announced a new partnership with Sabre Airline Solutions. Along with this partnership agreement Monarch Airlines has started to use the MINT TMS for their pilot and cabin crew training needs.
Cabin Crew Training A320 Door Trainer – Aviation Reproduction Inc. has completed an A320 door trainer for Jetstar Airways Japan. This is the second door trainer ARI has manufactured and shipped to Asia. It features a cabin mock-up of the left side of the fuselage from main entry to over wing exit. The doors function
as per the aircraft and are additionally equipped with visual cues indicating a ‘water ditching’ or ‘fire on landing’. Door Trainer – RP Aero Systems has been awarded a contract by Fuji Dream Airlines (FDA) to manufacture and install an Embraer E175 Extended Door Trainer at its Training Centre in Japan. The trainer will consist of a 1L main door with a cabin section, PAX seats, part functional 1R and 2L doors. It will be mounted on a support structure with a training slide attached at 1L at the correct door sill height. The 1L door will include RP’s advanced electronic door hinge and handle control system and the other two doors will provide indications to allow cross-checks to be carried out. The trainer will be delivered in time for FDA to train cabin crew for the arrival of their new aircraft in July. Calmer Cabins – In the rare event of unruly passengers, Hong Kong Airlines’ cabin crew know just the trick. The airline has revealed that all operational flight attendants are now fully Wing Chun martial arts trained, since the initiative was launched in March 2011. The Wing Chun training is compulsory for all of the airline’s cabin crew
ER and JAATO Sign MoU – Mr. Joost Jonker, Director of the Joint Aviation Authorities Training Organisation (JAA TO) and Andy Roberts, Director of Training, ER, and Henry Emery, Director of Testing, ER, have signed a Memorandum of Understanding (MoU) initiating the provision of aviation English training and testing services to JAA TO’s customers worldwide.
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Training Centres TRTO Approval – Oxford Aviation Academy (OAA) has further enhanced its training capability in Asia through securing Type Rating Training Organisation (TRTO) approval from the Civil Aviation Authority of Singapore (CAAS). Significantly, OAA is the very first non-Singapore based TRTO to achieve this status. With this new TRTO in place, OAA’s Hong Kong training centre can deliver approved A320 and A330 Type Rating Training programmes leading to the issue of a CAAS Type Rating. Furthermore, this enhanced training capability enables OAA to develop bespoke training programmes to address the manpower gaps for pilots within the region’s airline industry. The first customers to benefit from this new training approval will be Singapore-based airlines Jetstar Asia and Tiger Airways. OAA has collaborated with both airlines for the launch of innovative airline pilot cadet training programmes to support their expanding Pan-Asian operations. New Facilities – TFC moved to larger facilities in Velbert, Germany this May. This new facility will enable the company to take over the manufacturing of Interfire’s Real Fire Fighting Trainers (RFFTs). The RFFTs are in service with airlines around the globe. Airlines using the high fidelity trainers include Turkish Airlines, Etihad, Qatar Airways, Finnair and Lufthansa. For its part, Interfire is now fielding a mobile unit with a real fire fighting trainer. The mobile application makes the new system an ideal standalone training device for an airline as well as making it suitable for sharing among customers, in particular smaller airlines.
Aviation English Training
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members. It aims to promote inner balance and core strength, needed for the rigors of the job, and enables them to deal with any potential challenges. Primarily taught as self defence, the moves are designed to be accomplished in a restrictive space. Each cabin crew member must complete a three hour training course before they operate on their first flight. Flight attendants train in their uniforms to prepare them for real life situations.
in
Above Aviation Reproduction Inc. has completed an A320 door trainer for Jetstar Japan. Image Credit: Aviation Reproduction Inc.
Training Centre Openings – CAE is to open a new training centre in Barcelona, Spain, to train commercial aircraft pilots and cabin crew. The centre will be located at the Barcelona El Prat Airport and will be ready for training in mid-2012. Construction of a second training centre in Sao Paulo, Brazil has begun to provide additional training capacity for airline pilots and aviation maintenance technicians in Latin America. It will be ready for training in 2012, and TAM Airlines will be the anchor customer. The company’s first Mexican aviation training centre has been opened in Toluca, Mexico. The new CAE Mexico facility is the first business jet and civil helicopter advanced simulation training centre in Latin America. Pilots and maintenance technicians will start training this summer for Gulfstream G450 and G550 business aircraft operators in Asia at the Shanghai Eastern Flight Training Centre (SEFTC), located in Shanghai Pudong Waigaoqiao Free Trade Zone. Shanghai is CAE’s first business aviation training location in Asia and the eighth in its global network. CAE will also launch its ninth and tenth business aviation training locations later this year in Sao Paulo, Brazil, and Melbourne, Australia.
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The MoU establishes a framework within which the organisations will cooperate to deliver a range of English language services to the aviation sector. Central to the offering is a classroombased and online training for pilots and air traffic controllers to meet the ICAO language proficiency requirements. The cooperation also includes provision of the ICAO endorsed ‘English Test for Aviation’ (ETA) for pilots, both via direct delivery of testing services and through establishing local ETA test centres. The two organisations will also bring their combined expertise in the development and provision of specialist training courses for regulators, inspectors and other aviation professionals. Through the MoU, JAA TO and ER have made a joint commitment to supporting the industry with its immediate safety-driven language training and testing objectives. Furthermore, the MoU allows the two organisations to pursue a longer-term vision of developing sustainable local capabilities for English language training and assessment via instructor and assessor education and mentoring programmes. ICAO Endorsement – Emery-Roberts has announced that the English Test for Aviation (ETA) has been endorsed by the International Civil Aviation Organisation (ICAO). Testament to Emery-Roberts’ commitment to innovation and quality in aviation English training and testing, the ETA is the first test in the world to receive this highest level of industry endorsement. The ETA is available to airlines, FTOs, TRTOs and language training organisations for the testing of pilots and flight crew.
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Arrivals & Departures
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FlightSafety International – Randy Annett has been promoted to Assistant Manager of the company’s Cessna Learning Center in Wichita, Kansas. He succeeds John Brasfield who has been promoted to Manager of FlightSafety’s Cessna Maintenance Training Center in Wichita. Nancy Ritter has been named Manager of FlightSafety Academy in Vero Beach, Florida. She replaces Daniel Greenhill who is leaving the company. Jeremy Pisell has been promoted to
Assistant Manager of the company’s Learning Center in Tucson, Arizona. RAA Council – Terry Hibler, FlightSafety International’s Director of Airline Marketing, has been elected to the Regional Airline Association Associate Member Council in the area of Flight Training. This is the third time Hibler has been elected to the Regional Airline Association Associate Member Council. He also serves as Chairman of the Regional Air Cargo Carrier Association Associate Member Council. Era Training Center – Randy Rowles has been named VP/General Manager of the Era Training Center. Mr. Rowles was most recently employed with Night Flight Concepts as VP of Business Development & NVG Training Programs. cat
Index of Ads ABX Air Inc. www.abxair.com
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Calendar Airline Simulation & Training Events 28-29 August 2012 APATS 2012 – Asia Pacific Airline Training Symposium Fairmont Hotel Singapore www.halldale.com/APATS Organised by Halldale Media Conference by CAT Magazine 6-7 November 2012 EATS 2012 – European Airline Training Symposium andel’s Hotel Berlin Berlin, Germany www.halldale.com/EATS Organised by Halldale Media Conference by CAT Magazine 16-18 April 2013 WATS 2013 – World Aviation Training Conference & Tradeshow Rosen Shingle Creek Resort Orlando, Florida, USA www.halldale.com/wats Organised by Halldale Media Conference by CAT Magazine
Aerosim Technologies www.aerosim.com
21, 27 & 39
APATS 2012 Conference www.halldale.com/apats
13
Aviation Careers Expo www.aviationcareersexpo.aero
16
AXIS Flight Training Systems GmbH www.axis-simulations.aero
25
Baylor University www.baylor.edu/aviation 19 CAE www.cae.com
9-15 July 2012 Farnborough International Airshow Farnborough, Hampshire, UK www.farnborough.com 16-17 September 2012 Gulf Aviation Training Event Dubai, UAE www.gates.aero
Centre Spread & OBC
EATS 2012 Conference www.halldale.com/eats 17 Flightline Training Services www.flightlinetraining.com
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FlightSafety International www.flightsafety.com
9
Frasca International www.frasca.com
15
Halldale S&T Directory www.halldale.com/directory 36 JetPubs www.jetpubs.com
26 September 2012 7th Annual International Flight Crew Training Conference London, UK www.aerosociety.com/Events 28 November 2012 Flight Simulation Research Conference London, UK www.aerosociety.com/Events
11 & 35
JVC Professional Products www.pro.jvc.com/visualization
IBC
Multi Pilot Simulations b.v. www.flymps.com 7 Pan Am International Flight Academy www.panamacademy.com
IFC
RAeS Conference www.aerosociety.com/events
38
T3 – Low-Cost Training Trends & Tech. Seminar www.t3web.org
40
Turkish Airlines Aviation Academy www.thyaviationacademy.com
4
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
+ Together making aviation training better With the acquisition of Oxford Aviation Academy, CAE is extending commercial aviation’s most comprehensive portfolio of aviation training solutions. • The world’s largest commercial aircraft type-rating network for pilot, technician and cabin crew training. • A turnkey crew sourcing solution through CAE Parc Aviation – including pilots, aircraft technicians and fleet services. • CAE Oxford Aviation Academy, the world’s largest network of CPL / ATPL and MPL programs, addressing your cadet recruitment needs and regulatory requirements. • Civil aviation’s most complete portfolio of integrated simulationdriven training resources, from e-Learning to full-flight simulators. • Global outsourcing solutions including training centre operations, simulator management and capacity marketing.
Have a conversation with CAE about your aviation training and sourcing needs.
cae.com
aviationtraining@cae.com