CAT Magazine - Issue 5/2012 by Halldale Group

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Issue 5/2012 halldale.com/cat

Airline Training Profile

Training Challenges For The New United Airlines

Pilot Training

The 787 Takes Flight National Focus

Going Dutch? Training Technology

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ISSUE 5.2012

Editorial comment

oth

Observing the Pipeline A popular television show in the UK, North America and several other countries has a plot line that sees company chief executives spend time as a "mere" employee of the firm that they lead. Their co-workers are unaware of the “new” employee’s status and with the hidden cameras, the result is eye-opening for everyone. Although the analogy is not completely valid, I occasionally find myself at the local FBO’s cafeteria having lunch and observing the flight students. Since the cafeteria also sees members of the public enjoying the remarkably good food, I am incognito and hardly notable as a media person or even pilot. I see the budding aviators immersed in the challenge of learning to fly, and it is most interesting to watch them as they engage in flight planning, de-brief a training lesson, or banter with their fellow students. As is the norm in North America, most of the students at this school are self-improvers, funding their own training. The student population is strikingly diverse, both male and female, with many ethnic groups represented. They are articulate, appear motivated, interact easily with their instructors (who are only 2-3 years older) and sport every electronic device imaginable. These include iPads with internal GPS chipsets, WIFI and 4G connectivity, advanced flight planning software, and seemingly every app known to mankind. Only very occasionally did I see paper navigation charts. Protractors, dividers or E6B’s are nowhere to be seen. Weather is instantly checked on the iPad and the radar and satellite imagery is overlaid on the moving navigation map. Winds are automatically applied to the course and corrected headings computed, with all restricted airspace or new TFRs automatically plotted. Time, distance and rate are computed and displayed by Chris Lehman the built-in intelligence, and approach Editor in Chief charts, runway diagrams and airport status information is available through touch icons, as well as instant flight plan filing. Then they climb into the new breed of glasspanel twins and singles that represent today’s training machines, resplendent with GPS, Multifunction displays (MFDs), TCAS, even ADS-B for real-time in-flight weather. So what, you might say. You didn’t need me to hide out eating a hamburger at the local FBO

" We have

learned that becoming proficient – as opposed to qualified – in glasspanel aircraft requires very specific training

attention."

to report these realities. But seeing the technology play out in primary training, causes me to again ponder the nature of our training pipeline. Inevitably this means once again re-visiting the issues of technology fixation, over-reliance and complacency, and if we find evidence of these realities at the jet transport category level, perhaps it is worth noting that it probably starts right here. While most instructors agree that the advanced cockpit in primary training has its place – after all the student is headed for a bigger one shortly – many also seem concerned about not shortchanging the trainee on the basics of stick and rudder. The place to teach the latter is in the aircraft, but everyone seems to be more interested in the technology. Automation failures and workarounds need to be taught in a simulator, but perhaps because there are few simulators in primary training, we don’t see much emphasis of it in the curriculum. We need it there. By the time our intrepid aviators arrive at the airline, they understand the realities of modern airline operation, with the complex arrival and departure procedures and the need to engage the automation or the approach can’t actually be flown. But as an industry we’ve come to the conclusion that more needs to be done in the transport category simulator to train for failure modes and reversions, as driven by operational flight data and evidence. Not surprisingly, we’ve also learned that more work needs to be done on those pesky “stick and rudder” skills, as advocated by Upset Prevention and Recovery (UPRT) programs. Many of the proposed UPRT programs would actually put the jet transport pilot in an aerobatic aircraft in recurrent training. We have learned that becoming proficient – as opposed to qualified – in glass-panel aircraft requires very specific training attention. And that’s true right through the training pipeline, from primary training to jet transport operations. Safe Travels, Chris Lehman CAT Editor in Chief

e chris@halldale.com

CAT MAGAZINE 5.2012

Contents

ISSUE 5.2012

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

Advertising Director of Sales Jeremy Humphreys & Marketing t. +44 (0)1252 532009 e. jeremy@halldale.com Sales Executive, Zenia Bharucha North America t. +1 407 322 5605 e. zenia@halldale.com Sales & Marketing Karen Kettle Co-ordinator t. +44 (0)1252 532002 e. karen@halldale.com Marketing Manager Ian Macholl t. +44 (0)1252 532008 e. ian@halldale.com

Operations Design & David Malley

Production t. +44 (0)1252 532005 e. david@halldale.com

Distribution & Stephen Hatcher

Circulation t. +44 (0)1252 532010 e. stephen@halldale.com

Halldale Media Group Publisher & Andy Smith CEO e. andy@halldale.com

03 Observing the Pipeline. Editor in Chief Chris Lehman observes the tech-savvy flight students of today. 06 Training Challenges For The New United Airlines. Chuck

Weirauch investigates the training and simulation expertise of the largest airline in the world. 12 The 787 Takes Flight. Marty Kauchak profiles the B787 training programme and how it is delivered around the world. 16 Corporate Leadership. Marty Kauchak talks to Link Simulation &

On the cover: United Airlines has ordered 150 737 airplanes, including 100 of the new 737 MAX 9. Image credit: Boeing.

UK Office Halldale Media Ltd. Pembroke House 8 St. Christopher’s Place Farnborough Hampshire, GU14 0NH UK t. +44 (0)1252 532000 f. +44 (0)1252 512714 US Office Halldale Media, Inc. 115 Timberlachen Circle Ste 2009 Lake Mary, FL 32746 USA t. +1 407 322 5605 f. +1 407 322 5604 Subscriptions 6 issues per year at US$168 t. +44 (0)1252 532000 e. cat@halldale.com

Training’s president Lenny Genna. 18 Going Dutch? Chris Long visits S&T companies in the Netherlands.

24 Learning In The Palm Of Your Hand. Dr. Suzanne Kearns

www.halldale.com/cat

discusses the opportunities presented by mobile learning. 31 Ironies of the Proposed 1500-Rule. Bill Carson explores unintended consequences of the new 1500-hour rule. 34 Asian Aviation Continues to Grow. Highlights from APATS 2012 in Singapore. 36 Seen & Heard Updates from the training and simulation community. Compiled and edited by Fiona Greenyer.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise – especially translating into other languages - without prior written permission of the publisher. All rights also reserved for restitution in lectures, broadcasts, televisions, magnetic tape and methods of similar means. Each copy produced by a commercial enterprise serves a commercial purpose and is thus subject to remuneration. 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.

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Airline Training Profile

Training Challenges For The New United Airlines Chuck Weirauch visits United Continental to investigate the training and simulation expertise of the largest airline in the world.

United Continental placed a $14.7 billion order for 150 new Boeing 737 aircraft this year, including 50 Boeing 737-900ER. Image credit: United Continental Holdings.

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ith the last Continental Airlines flight landing in March of this year, along with the arrival of the new United Airlines first Boeing 787 Dreamliner in September, the year 2012 has proven to be a major milestone in the merger timeline of two airlines that have played a significant role in the establishment of modern airline operations in the US. Along with the integration of both aircraft fleets, route structures, corporate organizations and personnel, the merging of the best flight crew training policies, procedures and practices from both airlines has been a major challenge as well. With United becoming one of the nation's first commercial airlines in 1929, followed by Continental's start-up in 1937, it is clear that both bring a rich history and culture, along with resources, to the table. While the official merger of the two major air carriers was signed October 1, 2010, the combining of all of their assets into a singular coherent operation is still in work. According to United Director of Flight Operations Captain Bryan Quigley, the airline is well on its way through the final steps of the merger and is on schedule for its completion. United hopes to complete most of this work by the end of the year, with some efforts still continuing in 2013.

Resources Post-merger the number of United employees totals over 88,000, with 21,000 involved with inflight operations. Airline Pilot Central.com reports 10,968 active United pilots as of September 2, 2012. There are 699 commercial airliners in the combined mainline fleet, mostly Boeing aircraft, with 152 airliners in the Airbus A320 family. The United Express regional fleet is comprised of 495 Canadair CRJ and Embraer regional jets, along with 60 Embraer and Bombardier turboprops. Parent company United Continental Holdings, Inc. claims "the world's most comprehensive global route network", with international gateways around the world. With these totals, United could claim to currently be the world's largest airline, but instead it prefers "the world's leading airline".

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Airline Training Profile According to the latest United fact sheet, the airline and United Express serves 377 destinations, 228 of them domestic and 149 international. Other operational statistics cited include 5,574 daily departures and 148 million passengers served per year. At Farnborough 2012, United Continental placed a $14.7 billion order for 150 new Boeing 737 aircraft, including 100 nextgeneration 737 MAX 9s and 50 Boeing 737-900ER airliners. Overall, the airline has orders for more than 270 new aircraft to be delivered through 2022, including 50 787 airliners. The first 787 Dreamliner was delivered this September, with four more expected to be delivered this year. "The reason why it is important to get these new aircraft on the property in terms of cost is that they are much more efficient than the legacy aircraft now in our fleet," Quigley said. "Our first goal is to replace our older narrow-body aircraft."

New Routes The increase of new aircraft with more capabilities into the fleet will also provide opportunities for route expansions as the airline strives to match "the right aircraft to the right route," Quigley pointed out. "The 787 is designed to be a very efficient aircraft, flying as many people as a 767 but at a greater distance and efficiency," Quigley said. "You will see that aircraft deployed to a greater amount of areas that we don't normally fly. As we introduce it this month to our North American passengers, you will see a lot of new routes for United Airlines. United and Continental have traditionally flown our planes differently. But now you will see United Airlines looking for the best seat and fleet combination for the best route."

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Since the merger, United has announced several new domestic and international routes for 787 service, as well as those for other aircraft. In November, the first United 787 Dreamliner will start flying a number of domestic routes from the airline's Houston hub for training purposes. The first announced international flights will be from its Denver hub to Tokyo's Narita International Airport, starting March 31, 2013. The airline will also operate nonstop 787 service five days a week between its Houston hub and Lagos, Nigeria, beginning Jan. 7, 2013 and provide daily nonstop 787 service between its Los Angeles hub and its Narita hub, beginning Jan. 3, 2013 as well as Los Angeles to Shanghai beginning March 30, 2013.

Pilots Currently United is not hiring new pilots, since approximately 1,400 legacy United pilots were furloughed as a part of the merger arbitration agreement, Captain Mike McCasky, Unitedâ&#x20AC;&#x2122;s Managing Director of Flight Training said. However, an agreement has been made to transfer those pilots to the Continental operation, and 300 have accepted this offer so far. Although United is building a hiring process, the pool of furloughed pilots would come first before any new hires, McCasky explained.

Flight Training Centers In addition to more aircraft and flight crews, the merger also adds the Continental flight training center in Houston to the United Flight Training Center in Denver. The Denver center, considered the largest of its kind in the world, is comprised of 32 simulator bays and houses 24 full motion, full flight simulators for all of United's legacy Boeing and Airbus aircraft. The Houston facility is at capacity with nine FFS for Boeing airliners, including a 787 FFS and 787 FTD. The Denver center has been operating since 1943. According to United, over two dozen other airlines, along with several government agencies, send their flight personnel to the Denver center for training. United also claims several firsts in simulator training at Denver, including the employment of the first electronic flight simulators, Curtiss-Wright models, in 1954.

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C A T M A G A Z I NE 5 . 2 0 1 2

AQP and RNP AR As with the Delta-Northwest Airlines merger in 2008, determining the best standard as a training platform for the combined United and Continental Airlines flight crews has been a considerable challenge for the United Airlines training division. And as with the previous merger, in a study of both airlines' best training practices, policies and procedures, one program effort stood out as the most practical and effective for adoption. According to Captain McCasky, the Continental Airlines Advanced Qualification Program (AQP) is the standard that has been adopted for the unified airline. He pointed out that the legacy United was the launch airline for the AQP concept with its Boeing 737 fleet, but that the new Continental AQP document had just gone under significant review by the FAA Air Transportation Division's Voluntary Safety Program Branch and Certificate Management Office. So besides the Continental AQP being the most recent, it also allows the new United Airlines the longer-term opportunity to grow its AQP effort.

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Airline Training Profile "We adopted the recently approved Continental AQP document as our foundational training plan, and as a part of our integrated road map we have a plan to transition all of the fleets onto the AQP document," McCaskey said. "We started with what we call the common fleets of the airline, which are the 757s and 777s. And then at different stages we are deploying as each fleet evolves and comes on to the new document, while retaining the legacy United AQP document until moving on to the new AQP document." A key element of the newly adopted AQP document is training pilots and equipping aircraft to have the capability to fly to Required Navigational Performance Authorization Required (RNP AR) standards. According to McCasky, the Continental aircraft fleets are already approved for RNP AR, while the legacy United fleets are moving in that direction. The new United elected to start training on July 1 of this year for the 777 fleets, which was timed in conjunction with block equipment upgrades for these aircraft that would provide them with this capacity. According to McCasky, all of the Denver and Houston flight training devices are capable of flying RNP AR approaches. Now the airline is just waiting for airplanes to be equipped for RNP AR procedures to determine which aircraft will be used for training.

Inflight AQP According to Maria Teresa Cook, Manager of United's Inflight Training AQP Program, the legacy Continental Airlines Inflight

C A T M A G A Z I NE 5 . 2 0 1 2

Training program transitioned to AQP in 2008 to provide a more active, realistic training experience for flight attendants. The 2011 merger with United Airlines brought the opportunity to provide the same level of training to a combined work group of almost 25,000 flight attendants at eight worldwide training locations with approximately 170 qualified Instructor/Evaluators, she said. Initial inflight training is conducted at the legacy Continental Inflight Training Center in Houston. Between the eight training locations, United has 43 exit trainers and ten cabin trainers, one of which is a Level 5 cabin simulator. United (legacy Continental) was also the first Inflight carrier to incorporate a Line Check Evaluation Program as part of their AQP. Now United utilizes the flight attendant AQP training and line performance data to contribute to its Inflight Safety Management System. Cook explained that the AQP program has resulted in flight attendants being more confident in their ability to perform in emergency situations.

United's first B787 aircraft was delivered September 22, 2012. Image credit: United Continental Holdings.

Changes & Challenges "The issue is how do you get to the desired training level when you are taking the best from two great airlines," Quigley said. "There is a delicate balance to put those two AQP programs together. We have changed a lot of the procedures for the pilots in not only how they get their training, but how they study it as well. This is a big challenge for the pilots,

a group that traditionally does not like change. We had to work to make sure that we did not wind up with revision fatigue." One way of trying to reduce such fatigue was take a look at what the Delta training team had experienced during the Delta-Northwest merger transition, McCasky said. Rather than the smallerrevisions-more-frequently approach that

Delta took, the United team decided to make somewhat larger revisions less frequently from a training and standards perspective, he explained. Another change for legacy United pilots is that more training will be provided directly to them under the airline's distributed learning initiative, McCasky said. Traditionally, all elements of legacy United flight training were provided only at the simulation center, he pointed out. Now a large component of procedures and recurrent training is now more distance learning-based. "Both airlines are involved in a robust standardization effort, which is always the challenge along with the training integration challenge,â&#x20AC;? McCasky summed up. We are just trying to manage these challenges to the best of our ability. With the ability to fly passengers worldwide non-stop, our challenges will be to have the training program with that level of complexity and expanse. So we will continue to leverage the latest cutting-edge technologies where we can." cat

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PILOT TraininG

The 787 Takes Flight Aircrews assigned to the expanding fleet of Boeing 787 Dreamliners being delivered to customers around the globe are supported by a stable, mature training system that “is where it needs to be,” reports Group Editor Marty Kauchak.

he Boeing 787 Dreamliner is on contract for delivery to customers on six continents. The orders have a backlog value of about US$185 billion. When Boeing training team members spoke with CAT this August, 16 787s had been delivered to three of the program’s 58 customers. Another 843 Dreamliners remained on backlog. Aircrews operating the increasing numbers of 787 around the globe are supported by a stable, mature Training System (TS) enhanced by the latest learning technologies.

Boeing Philosophies Boeing, as the OEM, has imparted its core training and operational philosophies early on into the 787 TS design and content. In one instance, Boeing’s philosophy of using a building block approach to training flight crews on its family of commercial aircraft became one program foundation. Pilots transitioning into the 787 earn their certification through comprehensive, tiered training, much like their counterparts on other Boeing models – supported by state-of-the-art learning technologies. The training suite enabling a flight crew’s transition into the 787 includes: the full flight simulator (FFS); flight training device (fixed-base simulator); the CBT and its enabling desk-top simulator; and a door trainer. 12

CAT MAGAZINE 5.2012

Prospective Dreamliner pilots initially focus on system fundamentals – learned through CBT, supported by desk-top simulation. Once crews demonstrate they understand the systems and the environment they operate in, they advance to procedure integration courses. Chris Johnson-Pasqua, the 787 Training Program Leader at Boeing Flight Services, pointed out this second level of content is also learned through CBT and its desk-top simulator, and is complemented by a flight training device. “The flight training device allows the crews to practice the basic procedural flows, including crew resource management,” he added. Once aspiring 787 crews have adequate knowledge of systems and procedures, they advance to the FFS to develop maneuvering and other operator skills to obtain the type rating. Boeing has also emphasized that the Head Up Device (HUD), a standard prod-

Chris Johnson-Pasqua, the 787 Training Program Leader at Boeing Flight Services. Image credit: Boeing Flight Services.

Once aspiring 787 crews have adequate knowledge of systems and procedures, they advance to the FFS to develop maneuvering and other operator skills to obtain the type rating. Image credit: L-3 Link Simulation & Training UK.

uct on this airplane, information management, and other new and enhanced onboard technologies, are integrated into the TS. “The HUD, and it’s been around for quite a while on commercial airplanes, has been integrated from day one into our training footprint – it’s just like another instrument or tool available for the flight crew to use,” Johnson-Pasqua said. Ted Grady, the 787 Chief Technical Pilot at the Boeing division, recalled the corporate attention to integrating these technologies early on into the TS. “For all the systems that are unique to the airplane, we want all of our students to dive in and start using those from the beginning of training. The HUD, for example, is part of every lesson. So by the end of training, and this has been proven out by line experience, even if the pilots initially have some reservations before they start training or some thoughts about a certain item, by the end, it’s just like any other system on the airplane.” From the program’s early days, when the tenets of the Dreamliner TS were initially diagrammed on a white board, another desired outcome was to achieve a common or similar rating to the Boeing 777. “The goal was to allow a pilot coming off a 777 to jump right into this airplane and ‘feel right at home’,” JohnsonPasqua explained. Not surprisingly, the 787’s flight deck attributes were based on the 777 design and then enhanced,

where needed, for the new aircraft, to help obtain the common rating. Some of the other technology game changers that were optional on the 777 and were designated as permanent on the 787 include the electronic flight bag. “And of course there are those large panel displays, which are much bigger than what is currently on the 777 – and that reflects another attribute – it’s all about making the most of the information available to safely manage the flight.” Asked to evaluate the success in achieving 777-to-787 commonality and the same type rating, Johnson-Pasqua responded, “We have been very successful with achieving this goal. For example a 777 operator could incorporate the 787 into their fleet by using the same pilots to operate their 787s as they use to operate their 777s.” The successes to date in achieving commonality and ratings extend to the entire TS. While the program remains in the embryonic stage – with three of 58 customers around the globe having taken delivery of their first and other early production aircraft – the training program is mature and receiving minor adjustments if necessary. After TS validation by regulators, customers and other stakeholders, “the training program is where it needs to be,” Johnson-Pasqua declared. As more crews are trained in the program, the Boeing team expects to make minor content adjustment from lessons learned due to increased operational tempo and other attributes of program growth.

S&T Teammates Boeing and its main simulation and training (S&T) industry partner, L-3 Link Simulation & Training UK (former Thales), have worked to migrate the 787’s systems and operations into the TS’s devices and courseware to ensure a high fidelity, zero flight-time training experience. While the Dreamliner training suite and program are designed to provide a zero flight time experience, the airplane customers’ culture and rules often require actual flight time on the 787 prior to their aircrews’ first scheduled flight. For its part, Link has assembled a rather intriguing lineup of industry members to meet the 787 training audiences’ CAT MAGAZINE 5.2012

PILOT TraininG expectations and its customer’s requirements. Link’s Boeing counterparts operate the equipment in their training centers around the world. In addition to the equipment supplied by Link Simulation & Training, the visual image generators and projectors were provided by Rockwell Collins. “A visual image generator was integrated on the full flight simulator, flight training device and briefing/de-briefing system, using common airfield databases across all devices,” David White, Chief Scientist for L-3 Link Simulation & Training UK, said. White also called attention to the companies helping to achieve a high fidelity, zero flight time training program. Accordingly, other key members of the training equipment program are the avionics suppliers, Honeywell, Rockwell Collins and Hamilton Sundstrand, who are responsible for providing simulation models and/or data for specific systems. White recalled, “There was a close working relationship between Link Simulation & Training, Boeing and the avionics suppliers to ensure that the simulation solution implemented delivered the highest level of fidelity and functionality across all levels of equipment, from the FFS to the classroom trainers. This approach has delivered the optimal operational performance including minimizing the cost of keeping all devices at the same level of fidelity and functionality to remove the risk of inconsistent training delivery across different training courses.” Viewing the future growth of the 787 TS and the need to

CAT MAGAZINE 5.2012

remain current with cutting-edge learning technologies, White said there will be opportunities for new industry members to join the Link Simulation & Training team – where there are synergies and product capabilities on offer that would enhance the overall capabilities of the training system. “The main competencies that we will be looking for will be around the classroom level devices, including courseware and 3-D visualization. As always, the end customers’ training and operational requirements will drive the addition of new capabilities into the training products, for example, integration of evidence-based training tools with the training systems, and latest generation visual image generators and projection systems,” he emphasized. Boeing’s Grady further complimented the company’s S&T partners, pointing out their effort to add software and hardware found in the actual cockpit into the training devices. “The experience the pilot is going through makes it feel like the real airplane – modeling the airplane

When Boeing training team members spoke with CAT this August, 16 787s had been delivered to three of the program's 58 customers, including Ethiopian Airlines. Image credit: Boeing Flight Services.

Sweden-based TUIfly Nordic are scheduled to receive the 787. “We feel that infrastructure, given those training requirements and the delivery stream, is set up for the next three to four years to support the requirements of our customers,” Johnson-Pasqua said.

On the Horizon

accurately.” Indeed, Johnson-Pasqua added that of the 300-plus Loadable Software Airplane Parts (LSAP), around 200 are taken off of the airplane and placed in the simulation devices. “So when we roll an LSAP onto the [actual] aircraft, we automatically look at rolling it into the simulation environment. It’s another way to keep our simulation environment in parallel with the airplane environment.”

Global Training Network Another sign of the program’s maturity is the establishment of its five global 787 training campuses in Seattle, Lon-

Within the next year is the planned, significant upgrade by the FAA of Dreamliner FFSs from the engineering certification (interim Level C) to Level D ratings. When the Boeing training team spoke with CAT, its members were integrating actual, collected flight test data into the FFS simulation model to complete the upgrade process. White pointed out there are also ongoing updates to ensure that the training equipment reflects the current configuration of the airplane, following in-service updates to the airplane systems and avionics. “This ensures that the training being delivered reflects the published airline operating procedures.” Boeing will also place a second 787 FFS at London Gatwick to support the training requirements of the TUI Group and European Dreamliner customers. cat

don Gatwick, Singapore, Shanghai and Tokyo. Nine FFSs and the remainder of the training suites are deployed across the campuses. One of the most recent building blocks in the TS training infrastructure was emplaced this July. Boeing and the Europe-based TUI Travel PLC signed a five-year agreement to provide 787 Dreamliner flight, maintenance and cabin safety training. TUI Travel PLC consists of six airlines, of which Arkefly in The Netherlands, Belgium-based Jetairfly, Thomson Airways of the United Kingdom and

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Interview

Corporate Leadership Group Editor Marty Kauchak talks to Link Simulation & Training’s president Lenny Genna.

Lenny Genna, President, Link Simulation & Training. Image credit: Link Simulation & Training.

n August 6, 2012 L-3 Communications completed the acquisition of Thales Training & Simulation Ltd's civil aircraft simulation and training business. The business, which is now known as L-3 Link Simulation & Training UK Limited (L-3 Link UK), has become a part of L-3's existing Link Simulation & Training division, which is part of L-3's Electronic Systems Group. Group Editor Marty Kauchak provides the results of his August 23, 2012 interview with Lenny Genna, Link Simulation & Training’s president. CAT: First, congratulation on this acquisition. Tell us how this move positions Link Simulation & Training to compete in the civil aviation training market. Lenny Genna: Link has been around since the 1920s and was in the civil business until the 1980s. We then went through takeovers and other business transactions, and unfortunately the civil piece was spun off the core business. For the last few years we’ve been looking for an opportunity to get back into this sector and this was a great opportunity. The reason we wanted to get back in was, as in the old days – we liked the balance between the military and civil markets that this acquisition provides. We believe civil aviation training will continue to grow, especially when you consider the demand for qualified pilots that need high levels of

C A T M A G A Z I NE 5 . 2 0 1 2

training. As this growth occurs, it’s our intent to increase L-3 Link UK’s share of the civil aviation training market. In addition, we believe there will be opportunities between our civil and military businesses to share technologies and expand L-3 Link’s global presence in each market. CAT: How is the acquisition impacting how Link Simulation & Training UK is conducting business in this sector? LG: The good news is the civil team came over pretty much intact and they are remaining in their main office and production facility in Crawley, UK. No one is moving. I have a number of employees over there now helping with the transition – trying to get them on our IT systems, addressing human resources issues, familiarizing them with our business procedures and other projects. CAT: It appears to be “business as usual” for the Link UK team. LG: Yes, absolutely. One day they removed their Thales badges and the next day put on their L-3 badges – a very seamless transition. Key to our focus has been introducing our UK team to L-3’s way of doing business, everything from processes to decision management styles. CAT: And with your recent trip to Crawley, and attendance at Link UK events in Russia and your flight simulation center in Bangkok we discussed off-line, you also appear to be very involved in the new business unit’s activities. LG: Yes, we conduct regular, daily meetings with our home office team over there. Business can’t stop. Bids are going out on a regular basis from Link UK. We’re also conducting strategy sessions. I’m on the road with the team as required to meet customers that warrant my presence, much like recent trips to Russia, China and other places. CAT: What are some of the synergies that Link Simulation & Training brings to this relationship in terms of its products and services? LG: First are the people and their skill sets. In cases where Link UK has additional skill sets, in Level D simulators for instance, we could leverage that capability in support of our military training programs. On the flip side, where our

military business has capabilities that will enhance our civil simulation offerings we will take a look at transitioning those solutions. The same thing with products. If our civil business has a set of technologies and sub systems they use in their end products, we’ll use them on our military side when it makes sense. One opportunity that comes to mind is their experience in full flight simulator (FFS) methodologies. CAT Artwork Should we choose to do so, weChoice, now have the Simulator capability to build Your Your advanced motion base simulators completely in-house. Peggy Prichard OutsideAdvertising of technology, we’re also Manager, & Promotions underway INTERNATIONAL, in establishing synergies FRASCA INC. between our businesses processes and Ph: 217-344-9200 knowledge base. For instance, we’re taking a look at how we can leverage capabilities across our company while complying with International Traffic in Arms Regulations (ITAR). At the end of the day, Link UK’s market is fully focused on the civil aviation business, ours is clearly focused on the military business. When there’s

overlap and investment in technology we both can share, we’re going to do that. CAT: A follow-up. How is this acquisition impacting the development, fielding and support of Link UK’s product portfolio, in particular its RealitySeven advanced FFS technology? LG: A lot of the new devices coming off the production line from Link UK are based on our RealitySeven full flight Bharucha simulator technology. We conZenia tinue Kettle to support the full range of our Karen legacyManager training devices Office & Salesand & platforms that have not been converted to RealiMarketing Co-ordinator tySeven. We’ll also continue to take a lookHalldale at advantages The Groupto support the new platforms coming out soon 1/2 Page Horizontal Ad – such as the A350. x124mm 178mm CAT: Briefly discuss Link UK’s evolving business plan that may support pursuing business for new platforms including the A350. LG: For any platform you must look at the business model – building simulators for that airplane is an investment. You have to make sure that aircraft

model is going to sell enough aircraft to warrant the investment. Some are easy – the Boeing and Airbus models make sense and are keys to our business plan going forward. They are our two biggest customers. CAT: Will Link UK be looking at opportunities to deliver training systems for smaller, regional-type aircraft, and aircraft serving the business market? LG: There are many, many competitors in this space; it’s not an area where CarltonBruettDesign we have a major level of interest today. 217.778.4729 Should market events change substantially, we’ll certainly consider opportunities that support our growth plans for L-3 Link UK. CAT: And what are some of Link UK’s geographic areas of interest for new business? LG: We’re getting requests for business from around the globe. Some of the faster growing areas are in Asia, and even in Russia where we have quite a few requests we are working now. Those are clearly areas we want to remain diligent in and focused on. cat

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C A T M A G A Z I NE 5 . 2 0 1 2

NAtionAl Focus

Going Dutch? Chris Long visits a number of aviation training organizations in the Netherlands and explores their philosophies and training practices.

ounded back in 1919, KLM (Koninklijke Luchtvaart Maatschappij), the national carrier of the Netherlands, has a proud history of pioneering aviation, exemplified by such ground-breaking initiatives as the establishment of the presecond world war longest scheduled commercial flight, which operated between the Netherlands and what is now Indonesia. Time has moved on, and KLM with it. It is now part of the Air France/KLM partnership; however it still retains its own training philosophy and capability. That philosophy is presently driven by Captain Herman Hello, VP B747-400 Unit and Training Facilities, Head of Training. He adopted this latter role in 2007, and immediately set about trying to foresee future training issues and challenges with a passion that no doubt matches the enthusiasm of his early predecessors. A primary task at the moment in KLM is the integration of three airlines. KLM, Martinair and KLM Cityhopper have separate AOCs, but in order to benefit by them all being in the KLM Group, their operations need to be coordinated. Part of that is to develop a career progression for all the pilots, eventually with choices of work patterns depending on the role of each of those airlines. That can require type conversions as those choices are made. Consequently the present task concentrates on this demand, together with recurrent training, and the short-term future will see more conversions. At the moment there are no openings for recent graduates from the ab initio schools. 18

CAT MAGAZINE 5.2012

Hello has some clear ideas on the merits of e-learning. There is a place for it, but he thinks that over-emphasis on this delivery format can lead to saturation in that virtual world. He believes that â&#x20AC;&#x153;a classic build-up in a conversion, existing of classroom sessions, ground school sessions in a fixed base, and in the end some FFS hours starting with a SFI and finishing with a TRI, is in my opinion not the best way to approach a conversion. Apart from ab-initio pilots, where we use our three student principle, we approach every pilot as able to fly an aircraft from day one. Thus our setup at the moment is; a couple of days self-study with the help of a CBT and the manuals, and starting from day one in a FFS with a full blown TRI. This enables us to stay at the minimum required level of 32 hours for a rating. As a further way of thinking we found that with this setup most pilots are competent after approximately nine sessions, suggesting that even less hours are possible.â&#x20AC;? This works when one stays within a family

The KLM Training Facility in Amsterdam has nine FFS devices available. Image credit: KLM Training Facilities.

of aircraft of the same brand. Airbus is already using CCQ of course, and Boeing is currently working hard to get a shorter course approved by the FAA and EASA.

CRM Wanting to foster the specific safety culture with the airline, in 2008 he brought the delivery of CRM training back into the training team at Amsterdam, rather than leaving it to third party trainers. The CRM training is now carried out in-house by about 20 carefully selected and trained current flight deck crew. As the flight deck tasks become increasingly automated, Hello notes that “I see an increasing awareness that core flying skills should not be underestimated, and therefore substantial training time should be focused on this. I prefer starting with a pure aircraft and adding complex features along the way. So starting to learn to fly the aircraft raw data and then switching on the flight director etc. Apart from technical development done by the aircraft manufacturers I see CRM as one of the last possibilities to increase aviation safety even further.” Naturally the regulatory requirements for recurrent training have to be met, but the pattern developed here is to cover all those and more in an annual total of five three and a half hour sessions. Hello has reduced the traditional four hours to this shorter time as he questions the effectiveness of the last half hour of training in the original mode. There is also interest in exploring just how much transfer of knowledge from experienced captains (10-15 years in the role) to lower time first officers can be achieved, perhaps using some gaming strategies? As a step in that direction, the fruits of the hard work in developing a wide range of scripted scenarios for these five sessions are now paying off. Working from a large library of such scenarios, the SFIs can cover many non-normal operations which address the vexed question of training to be able to have a reasoned reaction to an unscheduled and unusual event. This includes coping with multiple failures in challenging situations, as well as managing a situation when the captain is temporarily absent from the flight deck. This pattern will also be wrapped into compliance with the EASA Alternative Training and Qualification Programme (ATQP). With a history dating back to 1946 and the original Link simulators, the KLM Training Facility at Amsterdam continues its primary task of responding to the training needs of the airlines in the KLM Group. Axel Colen, Director of Training Facilities at KLM, has some nine FFS devices available, and there is a full supporting infrastructure to deliver pilot training. These deliver more than 15,000 sessions a year, and run at a reliability of 99.5% to achieve a rate of over 90% uninterrupted sessions. This rate is reached by having an in-house-trained team of simulator technicians on call; Colen believes this is much more efficient than waiting for OEM specialists to respond. With a total of 12,000 flight crew (flight deck and cabin crew) there is also a large training task for safety training. In supporting the full range of aircraft fleets operated by KLM there are door trainers, slide trainers and fire fighting training equipment available on site. Pool drills are carried out at a nearby facility. One initiative which is gathering pace is using the output of some of the KLM training team who are continually creating multi-media based virtual platforms to exactly mirror the working environment of cabin crews.

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www.multifly.net CAT MAGAZINE 5.2012

NAtionAl Focus Ab Initio Pilot Training A subsidiary within the KLM Group is the KLM Flight Academy, based at Groningen Airport Eelde. This was originally started in 1946 as Rijks Luchtvaartschool (Governmental Aviation Training Institute) to supply the mother airline with pilots. Consequently it shares with KLM the philosophy of quality in training, and even though the airline is not presently taking in young pilots the school continues, having adjusted its intake from 150 a year to 60. In keeping with its airline roots there is a stringent selection process for the private individuals who make up its student base. Cees Dorland, marketing manager, is keen to point out that this has proved to be extremely effective, with a record of a 97% pass rate for the two year course. Once that selection is complete a loan (underwritten by the Guarantee Fund of the academy in case of no-blame failure) can be provided by a bank. This Guarantee Fund also takes over the interest of the loan if the student has not found employment in the cockpit a year after graduation. The theoretical training is carried out in the Netherlands, and the practical course is carried out at the CAE facility in Phoenix, Arizona, where CAE instructors trained in KLM Flight Academy procedures and standards carry out the flight training. It is during this phase that the close ties with the airline really come into play. One of the other critical drivers in Hello's anticipation of training needs (this was prior to ICATEE recommendations) was to sign up for upset recovery training as a fundamental part of the ab initio course. Aviation Professional Solutions (APS), also based in Phoenix, provide a robust three day course in Upset Recovery Training. The whole ab initio training package finishes with a type rating to prepare the student as immediately employable. He should then only need Line Orientated Experience (LOE) to become a revenue-earning pilot. Although there can be no job guarantee, students benefit by the quality reputation and are being placed with both European and global airlines.

Selection Passion in aviation is easy to find in the 20

CAT MAGAZINE 5.2012

Netherlands. When Dick Verburg followed the efforts of his son to start the long path to a commercial pilot's licence, he noted the lack of trustworthy information on how to accomplish that. In particular, he believed that the lack of selection process to guide would-be pilots (and their parents) led to questionable practices within some areas of the industry. Prospective students were persuaded to pay out large sums of money to get a start in an industry for which they were not suited. Not one to sit still, Verburg brought his skills as a software engineer to develop an effective selection tool and process. Working with a former British Airways pilot, Robin Acton, a selection tool, Compass, was developed. This, together with interviews and career advice, formed the basis of a new company European Pilot Selection and Training (EPST). The underlying philosophy was that a sound business could be made by providing honest, unbiased assessment and advice to prospective pilots. A bank loan can then be arranged, underwritten by EPST, and if the student cannot get a job within a year of graduating, then EPST will pay the interest on the loan until the student gets an operational flying job. What Verburg did then was to link that to a trusted training provider, in this case the (then) Oxford Aviation Academy (now CAE Oxford Aviation Academy). The present Managing Director of EPST, Eric Duijkers, says that the statistics speak for themselves. Over the 15 years of operation some 600 students have passed the selection process; only 36 have not completed the course, and in only one case was that because of failure in the flying phase. EPST have expanded the training base to include training beyond the initial licence issue, and provide MCC/Jet Foundation Course. Following on from the underlying philosophy that students are being trained for a job, these courses require that students maintain the (uniform) dress standards that would be required in an airline and also, and there is great emphasis on this part, behaviour and punctuality are an integral part of the course. Turn up late once and you are warned that a second late show will have you re-coursed by three months (so the effect would be to be three months late on the job market â&#x20AC;&#x201C; a major incentive). The carrot is that, if they do not get a job immediately then EPST will continue to job-seek for them only if they attend a (free) recurrent training session in

EPST provides honest and unbiassed assessment to prospective pilots. Image credit: European Pilot Selection and Training.

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NAtionAl Focus the simulator once a month. This ensures that the quality is maintained right up to the time that they are employed.

TRTO In 2006 four simulator specialists saw an opportunity to set up simulator operations and a TRTO at Amsterdam Schiphol Airport. One of the original players, Robin Pijnaker, Director Sales and Marketing, Flight Simulation Company BV (FSC), says that initially it was scaled at four simulators, however they have rapidly expanded the business to fit 12 simulators into the Amsterdam facility, with three more in an operation in Dallas, USA. Pijnaker attributes the success to several factors. It is easily accessible to many of the smaller airlines who don't want to establish their own training set up, as it is to airlines in the CIS countries. Most of all, however, Pijnaker credits the rapid growth to the quality of the training provided. The pool of instructors draws not only from the Netherlands, but also from nearby Belgium, Germany, the UK and others. The instructors are current or recently retired from airline operation, and there is an active standardisation process. Airlines are recognising that whilst a few crews might fail there is overall benefit if standards are maintained and there is a level of assurance that the competency levels of their crews is set high. Given the level of training demand FSC is happy to accept the overspill from other major quality-driven players such as Lufthansa, Airbus, Finnair and others. Pijnaker sees the future as one of organic growth, but with perhaps the establishment of small satellite operations designed to bring the training closer to customers. This would still benefit from the small customerfocussed team at Schiphol, where direct and trusted relationships with the customer are so highly valued.

Manufacturers The Netherlands has a strong basis of research in the industry, and several training device manufacturers have been established over the years. In an extension of the training system he set up at EPST, Verburg created Multi Pilot Simulations (MPS), which builds flight training 22

CAT MAGAZINE 5.2012

devices. He has aimed at a specific market to supply low cost fixed base trainers for MPL/MCC and airline preparation course. There are not only generic devices but, as an advanced option, an FTD for the Boeing 737NG and Airbus A320 series. Initially MPS used replica frames for the cockpit, but now recycled real aircraft cockpits form the basis of the devices, modified to take an instructor station and the MPS software based on the actual aircraft manufacturers’ performance data to accurately reproduce the characteristics. The goal is to price these very competitively so that good quality training can be delivered at lower cost and therefore, perhaps, to facilitate an increased amount of training to boost competency. Another local manufacturer, Sim-Industries, was bought by the US firm Lockheed Martin in November 2011. Frank Uit den Bogaard, CEO of Sim-Industries explains that the synergies between the two companies are based on the enormous global reach of the Lockheed Martin infrastructure and the well established FFS manufacturing competencies of the Amsterdam firm. He states that “as the largest aviation training provider in the world” (referring to the military training heritage of the US company) the time is right for Lockheed Martin to address the enormous global demand for training as highlighted also by such authorities as the Boeing and Airbus Market Outlooks. As Lockheed Martin applies its resources to become a major player in the commercial pilot training market the possibilities are breathtaking. It could well be that the industry will see a fundamental change in the scale of available training in the near future.

New Perspective One constant which has been noted in the Netherlands has echoes in parts of the world where aviation has been long-established. This is that the new generation of pilots are still primarily aspiring to join the national flag carrier of their home team. The movement of current pilots to the regions where growth is strongest makes it obvious that the lifetime career of any new pilot will be played out on the larger global stage. The industry needs to be aware of this, and must educate and encourage new entries right at the start that they will need that larger view. The Netherlands has a vibrant and active aviation training industry, right across the span of disciplines, and is a net exporter both of training and the devices which support it – an excellent position on which it plans to continue to build. cat

FSC's Robin Pijnaker, at the company's Amsterdam facility Image credit: Flight Simulation Company BV.

Training Technology

Learning In The

Palm Of Your Hand Dr. Suzanne Kearns explores how â&#x20AC;&#x2DC;mobileâ&#x20AC;&#x2122; impacts learning and offers a few words of caution to maintain focus on quality instruction over rapid adoption of the hottest trends in technology.

Apps can be used to supplement the training of airline pilots and to give GA pilots affordable access to safety training. Image credit: Author.

CA T M AGA Z INE 5 . 2 0 1 2

obile learning (m-Learning) is a term used to describe education on-the-go. Technically, m-learning exists apart from technology. Anyone who has ever travelled with a book is participating in m-learning, as the mobile piece in m-learning refers to the individual rather than the technology. However, in modern society, m-learning is most commonly associated with handheld electronic devices including smartphones and tablet computers. Mobile learning is increasingly popular. The aviation industry has been an early adopter of mobile technology through the use of tablet computers as electronic flight bags (EFBs). EFBs are a form of m-learning, classified as just-in-time training or performance support. This means that information, just as a textbook, checklist, or chart, is stored on the tablet and available to a pilot when they need it. Yet the opportunities for m-learning are far-reaching. The aviation industry has just begun to explore how mobile technology may enhance or replace groundschool instruction.

E-Learning, Classroom, and m-Learning Before we look to the future of training, it is helpful to reconsider the past. When electronic learning (e-learning) began on desktop computers many organizations recognized the finanical savings that were possible when human instructors were eliminated and crews were not required to take time off-the-line. This financial motivation led to rapid development of many e-learning courses that were poor quality and lacked crossplatform compatibility. The reality is that e-learning became popular before anyone really understood how to use it. As a result, predicted financial savings never materialized as companies were forced to retrain in a classroom. Unfortunately, this also resulted in many aviation professionals boycotting e-learning altogether after exposure to a poorlydesigned course. Thankfully, the Aviation Industry Computer-based Training Committee (AICC) was formed to create international standards for e-learning. Through the work of the AICC, the aviation industry led the rest of the world in the development of quality electronic instruction. However, there are limitations of e-learning. For example, if an airline took slides from an excellent classroombased course, had the classroom instructor record his voice over the slides, and then emailed the slides to students, it is

MPS_CAT2011_02A.indd 1

Pre-Training m-Learning e-Learning

Training Centre Classroom Simulator

On-The-Line m-Learning e-Learning

n ni

a Le

unlikely to result in learning equivalent to the classroom session. A reason for this is that skilled instructors typically have a rich set of skills they can use to create a dynamic learning environment within a classroom, such as: • Building a community among learners by sharing stories and experiences • Watching students for signs of boredom and adjusting their approach accordingly • Enhancing learning through use of interactive tools (like simulator mock-ups). All of these characteristics would be extremely difficult, and costly, to recreate electronically. For this reason,

Kearns’s (2010) Aviation Blended Learning Model, as described in the book ‘e-Learning in Aviation’ published by Ashgate.

a blended learning model is recommended. e-Learning can be an effective and affordable method of delivering basic content knowledge to learners before they arrive at a training centre. This approach ensures that an instructor’s skills are not wasted on the delivery of basic knowledge for rote memorization. Unfortunately, classroom-based instruction also has limitations. Research suggests that eight hours after leaving a classroom, learners only remember 40% of what they were taught. After a week, only 20% is remembered. The only way to improve retention is through repetition of content. However, bringing working

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professionals back to a classroom every week is not feasible. Returning to the purpose of this article, mobile devices offer a convenient and possibly powerful solution. m-Learning can be used for on-theline learning as an enhancement to the existing training cycle, to promote high retention of important topics. By making training available on mobile devices, without requiring an internet connection, it is possible to establish a continual training cycle. A common use of mobile technology is for entertainment when people are stuck somewhere for a few minutes with nothing to do. To take advantage of these very short windows of opportunity, Dr. Kearnsâ&#x20AC;&#x2122; snap-course concept was created. A snap-course is a very short unit of training that is about five minutes in length. The goal of snap-courses, which are taken just once or twice a week throughout the year, is to promote high levels of retention compared to what is achieved through an annual visit to a training centre.

12:26 PM

Blended Learning For job-relevant knowledge and skills, research has determined that a blended learning approach maximizes learning. Blended learning refers to the instructional strategy of using a combination of different instructional delivery methods. This approach takes advantage of the low-cost of e-learning, the power of human instructors and training equipment (such as flight simulators), and the abilty of m-learning snap-courses to extend the training cycle throughout the year to maximize retention. This blended learning approach will help companies accomplish the ultimate goal of training - to maximize learning while minimizing costs.

Instructional Design However, before m-learning courses are developed, it is crucial to pause and carefully consider how people will learn through mobile devices. It is important to realize that m-learning represents an entirely new instructional paradigm. We know that what works in a classroom

will not necessarily translate to e-learning. Similarly, one can not expect that what works in e-learning will necessarily translate to effective mobile learning. The research surrounding m-learning is in its infancy, however it has been characterized as a highly personal type of learning (compared to classroom instruction which is typically instructor-centric). This means that learners demand flexibility in when they complete courses, a variety of topics to choose from, they want continual feedback and progress reports, and they enjoy electronically sharing their thoughts on training with other learners. The features of mobile technology, such as push notifications, global positioning systems (GPS), massive storage, and camera functions offer interesting educational opportunities. Push notifications allow time-critical information to be immediately distributed to employees, and can include interactivity such as quizzes. GPS-enabled devices allow users to receive information that is specific to their environment, such as

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CA T M AGA Z INE 5 . 2 0 1 2

Training Technology weather updates. The massive storage and low weight of mobile devices allow pilots to carry an amount of information that was not previously possible, when in the form of heavy books. Lastly, video and still camera functions can be used to share pictures of faulty mechanical components or weather systems with a home base or to establish a face-to-face connection with colleagues in different cities. All of these functions have the potential to revolutionize aviation training and professional practice. The effectiveness of instruction

is more important than the technology used to deliver training to learners. Unfortunately, our understanding of mobile instructional design is very immature compared to either e-learning or classroom-based training. Although some e-learning theories can be adapted for m-learning, many more questions than answers remain. Some may think that delivering training on mobile devices won’t have much impact on a person’s learning. The argument could be made that m-learning and e-learning are basi-

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cally the same thing. A large body of research that explores the impact of context on learning suggests otherwise. Contextual learning research explores how the environment impacts learning outcomes. As an example, several studies have determined that it is easier for learners to pay attention in class if their chairs are comfortable. Yet, with m-learning, these types of issues are inherently unpredictable as people may complete courses at any time or place throughout their day. They are likely to face a wide number of distractions while completing m-learning. Some distractions will probably originate from the mobile devices themselves, as a phonecall or email alert may occur within training. Another consideration is pricing, as mobile users expect applications to be free or very inexpensive. This raises questions as to whether it is possible for sales of m-learning applications to justify development costs. At this point, there are many more questions than answers when it comes to m-learning instructional design. There is definitely a “cool-factor” associated with being the first company to adopt a new technology. However, when considering the mistakes of the past, it is crucial to remain focused that the goal of any training is to maximize learning at the lowest possible cost. If m-learning courses are rapidly designed, or directly converted from e-learning or classroom content, there is risk that training will fail to produce the desired learning outcomes. Yet if careful consideration is given to how people use mobile devices and adopt complementary instructional techniques are developed, such as five minute snapcourses, m-learning could revolutionize aviation training altogether. cat About the Author Dr. Suzanne Kearns (skearns4@uwo.ca) is an Assistant Professor at the University of Western Ontario where she leads a program of research exploring the characteristics and design of effective mobile learning. She is also a member of the Aviation Industry Computer-Based Training Committee (AICC). As a part of her research, Dr. Kearns has developed a safety training app called ‘m-Safety’, which is available on iTunes.

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Civil Simulation and Training news Issue no.31 October 2012

CAE selected as a preferred training supplier for easyJet CAE has been selected as a preferred training supplier by easyJet. easyJet also extended its long-term pilot training services agreement with CAE. The pilot training solution leverages facilities from CAE’s recent acquisition of Oxford Aviation Academy. CAE also provides crew sourcing services to easyJet. “We have been thoroughly satisfied with the quality of training delivered by both CAE and Oxford Aviation Academy, and we are pleased to be the first to leverage the combined resources of these industry-leading organizations, said Warwick Brady, easyJet Chief Operations Officer. “This expanded program will help us keep pace with the continued growth of easyJet’s fleet and routes by providing a steady supply of high-quality pilots.”

CAE & Vueling open in Barcelona

CAE inaugurated a new training centre in Barcelona, Spain for commercial aircraft pilots and cabin crew. It is located in Parc de Negocis Mas Blau II, near the main operations of Vueling Airlines, the anchor customer of the new facility. The new facility has a capacity to train more than 600 pilots and 1,000 cabin crew per year. It features an A320 full-flight simulator.

CAE & LAN launch in Lima

CAE inaugurated with LAN Perú a world-class training centre for pilots and cabin crew in Lima. The training centre has the capacity to provide training initially to more than 1,000 pilots and cabin crew per year. It is located near the Jorge Chávez International Airport, close to the Peruvian operations base of LAN Perú, the anchor customer for the training facility. The new facility currently offers training on a CAE Airbus A320 full-flight simulator and will soon offer Boeing 767 full-flight simulator training.

“CAE is honored to be named as an easyJet preferred training supplier,” said Jeff Roberts, CAE’s Group President, Civil Simulation Products, Training and Services. “Our programmes for training cadets and experienced pilots for easyJet, as well as CAE Parc Aviation crew sourcing, demonstrate the comprehensive portfolio of training services CAE offers to commercial aircraft operators.”

A330 FFS is RFT in Johannesburg

CAE has been delivering simulator provision and training for easyJet pilots since 2004. CAE Oxford Aviation Academy is also conducting a competency-based Multi-crew Pilot License (MPL) First Officer programme in conjunction with easyJet with all training phases in the UK. The first cadet class will graduate at the start of 2013, and three others are in progress.

ATR 42/72 training in Amsterdam

CAE Parc Aviation supports easyJet in the provision of experienced A320 First Officers on flexible crewing assignments.

An Airbus A330 simulator is Ready for Training in Johannesburg, South Africa at the South African Airways (SAA) training centre. The new Johannesburg location is CAE’s first commercial aircraft training location in Africa.

CAE now offers “wet” and “dry” lease training services on a new CAE-built ATR 42-300 / 72-500 full-flight simulator in Amsterdam, The Netherlands. The CAE training centre is a few minutes from Schiphol Airport.

Global … and growing CAE CAE is is about about to to open open its its th th 50 50 aviation aviation training training centre centre Emirates-CAE Flight Training Silicon Oasis, Dubai

When Emirates and CAE open our new facility in Dubai’s Silicon Oasis district in December, it will be the 50th active aviation training centre in the CAE global network. Of those, 45 are focused on or include training for commercial aircraft, business aircraft and civil helicopter operators. In addition, we operate 11 CAE Oxford Aviation Academy ab initio flight schools worldwide. In the past two years, we have launched new locations in Barcelona, Spain; Prague, Czech Republic; Kuala Lumpur, Malaysia; Melbourne, Australia; Lima, Peru; San Francisco, US; and Toluca, near Mexico City. We also expanded our training capacity in São Paulo, Brazil; Santiago, Chile; and ZhuHai, China. We acquired Oxford Aviation, which contributed six of the commercial type-rating training centres (London Gatwick and Manchester in the UK; Copenhagen, Denmark; Stockholm, Sweden; Oslo, Norway; and Hong Kong, China) and four of the flight school locations (Oxford in the UK, Melbourne, Hong Kong, and Phoenix in the US). We also added the training resources of CHC Helicopters with three locations (Stavanger, Norway; Aberdeen, Scotland, UK; and Vancouver, Canada). CAE and our partners operate well over 200 full-flight simulators at the current locations. That’s an investment of billions of dollars and a long-term commitment to the civil aviation industry. And CAE has announced new training locations to come in the Clark Freeport Zone, Philippines; Delhi, India; Johannesburg, South Africa; Rimba, Brunei; Seoul, Korea; Shanghai, China; and Tokyo, Japan.

With the acquisitions of the CHC and Oxford training businesses – and the industry-leading personnel sourcing business, CAE Parc Aviation – training centre network expansion, and our continued innovation in simulation technology and support, CAE offers the broadest and deepest portfolio of civil aviation training solutions available. Quite simply, we are doing everything we can to stay ahead of the growing market demand for high-quality professional pilots. Teaching the knowledge, skills and attitudes which aspiring and veteran pilots need requires a substantial infrastructure of buildings, simulation equipment and classrooms, together with the experienced expert instructors and training centre operations staff. CAE has proven by the quality of our graduates and the breadth of our customer base that both our technology and our training methodologies are effective in producing career aviation professionals who are focused on safety and efficiency. We continue to push the training technology envelope with innovative solutions – from ever-more realism in the simulators to streamlined selection and instructional processes which can continue to reduce training time and improve safety. We encourage you to consider training with the global leader in civil aviation. Contact a CAE training centre today, and ask them how we might tailor a training program … or a new training centre … for your organization. Jeff Roberts CAE Group President Civil Simulation Products, Training and Services

The premier global source for aviation personnel solutions • Complete sourcing, contracting and permanent recruitment solutions for the provision of professional pilots to airlines and operators globally. • Flexible Technical Support Services including lease of aircraft technicians, aircraft leasing support services, CAMO management and Part 21 Design Services. • Professional Executive Search & Selection services for any role up to and including CEO level. • Bespoke Ferry Flight Services including crewing, flight planning and support available anytime, anywhere. Have a conversation with CAE Parc Aviation about your aviation sourcing needs

caeparcaviation.com

parcinfo@cae.com +353 1 8161777

Regulatory Issues

Ironies of the Proposed 1500-Hour Rule Bill Carson highlights perceived ironies of the 1500-hour rule mandated by the Airline Safety and Federal Aviation Administration Extension Act of 2010 scheduled to take effect in 2013, and looks at the possibility of unintended consequences of this new rule.

ractically everyone in the airline industry is aware that Colgan Air Flight 3407 crashed near Buffalo, New York, on February 13, 2009, killing 49 people on board and one person on the ground. What they may not know is how Congress’ reaction to the tragedy is about to have unintentional consequences that will likely put more lives in jeopardy. Following an investigation of the Colgan Air crash, Congress passed the Airline Safety and Federal Aviation Administration Extension Act of 2010 (Public Law 111-216), mandating that first officers have an Airline Transport Pilot (ATP) certificate which requires 1500 hours of flight experience. Captains are already required to have an ATP certificate, but Congress’ new mandate means that first officers must have six times more flight experience than the current minimum for the first officer position. Congress generally passes high-level aviation-related laws but lets the FAA decide on the specific requirements to include in its regulations. In this case, however, Congress took over the controls and steered us in the wrong direction. Would you feel better knowing that the pilot of your jet had maintained superior skills or that he or she had simply logged

a certain number of flight hours (with no indication of skill level)? Most people would choose quality over quantity, and the US military has demonstrated the validity of this principle. Highly trained Navy flyers with as little as 250 hours of flight experience routinely land high-performance jets on moving aircraft carriers in the middle of the night. If Congress felt compelled to dictate specific requirements, they should have mandated the FAA’s Advanced Qualification Program (AQP). AQP is a proven program that requires trainees to perform an extensive and detailed range of flight tasks to prove their flight skills and to demonstrate their ability to deal with the challenges and emergencies that can occur in flight. AQP’s proficiency-based training program would truly enhance pilot skills and airline safety. A closer look reveals three strikingly ironic aspects of the 1500-hour rule dictated by Congress: • Irony #1: Wrong Solution for the Problem The two Colgan Air pilots had much more flight experience than required by the legislation that followed their demise. The captain had over 3200 hours, and the first officer had flown over 2200 – but the captain’s extensive experience didn’t

prevent him from making fatal errors that stalled the airplane and resulted in the loss of 50 lives. Clearly the 1500-hour rule would not have prevented the Colgan Air crash, so increasing experience requirements was the wrong response to the tragic accident. The captain of Colgan Air 3407 had numerous failures in his past training record. There is reason to believe that the captain, who was in control at the time of the crash, believed he was experiencing a tailplane stall, because he pulled back hard on the yoke – exactly the opposite of the response required by the aerodynamic stall that actually occurred. The captain may not have been adequately trained to identify and react to the type of stall he encountered. Some have concluded that fatigue, crew distractions, and other issues may have been contributing factors. Whatever combination of training shortfalls and other issues caused the crash, the proposed 1500hour requirement would not have saved the people who died on that flight. So why did Congress choose to impose the 1500-hour requirement? In the emotional aftermath of the crash, political pressure motivated them to act quickly and decisively. There was a lot of media coverage of the Colgan crash. The C AT M AGA Z I N E 5 . 2 0 1 2

general public wanted immediate action to prevent this type of accident from happening again, and an organization of the grieving families argued vigorously for the 1500-hour requirement. In the push for a quick fix, it seems the legislators failed to focus on the question of pilot proficiency. The politicians’ reaction was as predictable as kissing a baby on the campaign trail. They jumped on the aviation safety bandwagon and gave the voters what they asked for. Ironically, the “solution” they enacted may cause new problems that put everyone who flies at greater risk. • Irony #2: New Safety and Service Problems Caused by the 1500-Hour Rule If the 1500-hour rule takes effect in August, 2013, it will create a pilot shortage that will make it very difficult for airlines to recruit and keep new pilots. Some currently employed first officers with excellent skills but less than 1500 hours of training will not be allowed in the cockpit on commercial airline flights. Who will take their place? More important, where will we find future first officer candidates to meet the constantly growing demand for pilots? The time and costs needed to fulfill the 1500-hour requirement will be prohibitive for many aspiring pilot candidates, so they will turn to other professions, and the qualified pilot pool will shrink dramatically. Regional airlines will suffer the most as they compete with major airlines offering top pay. Some airlines will be forced to cut flights and eliminate service to

marginally profitable airports, while others may even go out of business for lack of qualified pilots. When legislators’ constituents in smaller communities start complaining about the lack of flights to their local airports, the politicians may realize they kissed the wrong baby with the 1500-hour rule. Most importantly and ironically, the pilot shortage resulting from the 1500hour rule will decrease flight safety. Pressed by a dire shortage of pilots to fill their cockpits, some airlines may choose to retain pilots whose marginal skill levels, training failures, or personal issues actually increase the risk of errors. Prior to the 1500-hour rule, such pilots wouldn’t have made the grade no matter how many hours they had flown. • Irony #3: Contradictory Government Policies Congress has expressed continuing interest in the FAA’s AQP program, which emphasizes quality over quantity by requiring pilots to learn and demonstrate their proficiency with up-to-date flying skills. With the 1500-hour requirement, Congress is going in the exact opposite direction by merely measuring hours rather than skills. The detailed, performance-based metrics of AQP are more effective, more relevant, more reliable, and safer than traditional training that merely requires trainees to successfully pass a certain amount of time in classroom, simulator, and other training events. Only AQP evaluates and grades performance at the individual task level, thereby ensuring pilots have demon-

strated proficiency and are qualified to deal with any emergency effectively and safely.

A Better Solution The proposed 1500-hour rule should not be implemented. It is a misguided law which will cause more problems than it solves. Had this rule been in place in 2009, it would not have prevented the Colgan Air crash, and it will not help avert similar tragedies in the future. In fact, it will cause unintended adverse consequences, including a severe shortage of pilots and possibly even the retention of unsafe pilots. A far better solution is to mandate AQP in all airlines to ensure pilot skills and safety in the air. AQP will enhance flight safety without threatening the supply of well-trained pilots who know how to make the right decisions on the flight deck. cat About the Author Bill Carson is the CEO and co-founder of AQT Solutions Inc., based in Napa, California, USA. Prior to this he performed data analysis for NASA concerning human factors including sleep and the effect of fatigue on commercial long-haul flights. In the 1990’s he founded a consulting company that helped Alaska Airlines develop systems to manage AQP.

Editor’s Note: The views expressed in this article are entirely those of the author and do not necessarily reflect the editorial position of CAT Magazine.

Join the partnership of Aviation Training Organisations International Association of Aviation Personnel Schools To ﬁnd out more about IAAPS, our goals and membership opportunities, please visit:

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C AT M AGA Z I N E 5 . 2 0 1 2

Turkish Aviation Academy is Now a Member of the ICAO TRAINAIR PLUS Program

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Show Report

Asian Aviation Continues To Grow The Asia Pacific Airline Training Symposium (APATS), this year held in Singapore, was attended by over 300 delegates for two days of information sharing and networking. Chris Long reports.

ll informed sources agree that over the next 20 years the biggest growth in traffic and demand will come from the Asia Pacific region. In his Keynote Speech at APATS 2012 the Director General of the Civil Aviation Authority of Singapore (CAAS), Mr Yap Ong Heng, put the increase in passenger traffic in the region at an annual rate of 6%. In an August 2012 update for the regional demand, which includes the Chinese market, Bob Bellitto, Chief Customer Officer, Global Sales Director, Boeing Flight Services, forecast the introduction of 12,000 new aircraft in that time frame, with the requirement within the whole region pegged at 185,600 new pilots, and 243,500 new technicians. The recent Airbus Global Market Forecast, which was released in early September 2012, recognises that some 35% of the 28,000 global demand for new aircraft over that 20 year period will be Gold Sponsor:

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CAT MAGAZINE 5.2012

delivered in the Asia Pacific region. What is particularly striking is the convergence of those figures across research carried out separately by the OEMs. It is also recognised that the various threats of economic challenges and unforeseen shortterm dips in that demand will have some impact, but all are agreed on the overall upward trend. The orders for new aircraft continue to flow in, showing that those predictions are credible. Not only are the legacy carriers re-equipping with more fuel-efficient aircraft, but the increasing numbers of Low Cost Carriers across the region are establishing new options for the burgeoning middle classes who are beginning to have the time and money to benefit from leisure travel.

Training Demand For several years now there have been warnings that there would be a pilot shortfall as aircraft deliveries ramp up. Silver Sponsors:

Yap identified that “the challenge to the airline and pilot training community is to train sufficient pilots to sustain the growth of the Asia-Pacific air transport sector, while ensuring a high level of competency and aviation safety”. He went on to say that “given the lead time for abinitio training and the huge demand for pilots, it is important for the airline industry to act early and decisively”. He also stressed the need to adopt training relevant both for the increasingly complex operational tasks, and which will “ensure that pilot training remains attuned to the expectations of the young, while at the same time (being) effective in making them competent pilots.” His words clearly show that the fruits of establishing global dialogue about these issues, through initiatives from ICAO, IATA, the RAeS and other distinguished bodies, and which are disseminated so effectively through such Bronze Sponsors:

Over 300 delegates attended this year's event. All images: David Malley/Halldale Group.

avenues as the worldwide series of Halldale conferences, means that the industry as a whole can identify these challenges and jointly evolve best practice to address them.

Addressing the Issues Once again the range of expertise available at APATS was such that all the major issues were addressed (see the APATS 2012 website www.halldale.com/apats for the presentations), although, of course, there is always ongoing discussion. What was very significant was that the voice of regional opinion is now increasingly heard in this arena. The basic numbers alone show that shift in emphasis, with over 65% of the speakers based in the region. What is apparent is that the expertise from the region is now making itself heard, and the engagement of the local regulators in wanting to share their views illustrates the welcome drive for them to be active participants in the partnerships essential to training system development.

New Approach

Keynote speaker Mr Yap Ong Heng (top), and Capt. Michael Lau, Hong Kong CAD.

The training industry has for a long time referred to the change of mindset observed in the new entrants, and has accepted that the traditional ways of doing things need to be challenged to adapt to that. The first steps to adopting new methodology for the Halldale conferences was made last year at EATS, when Herbert Schwarz of Austrian Airlines introduced an electronic voting process into one of the sessions. At APATS 2012 this was expanded to embrace a new format for the whole of the second day. The same impressive range of knowledge was available, but this time by means of a panel of Subject Matter Experts (SMEs) who were grouped together to address specific themes in each (shorter) session. After each SME gave a short introduction, the delegates were then able to ask them questions through the Moderator, who received the questions in real time from the audience. The delegates could use their smart phones, tablets, or laptops, to send

questions through three media - via the Halldale webpage for that session, by email, or by SMS. A swift analysis immediately after the event showed that all three methods were used, but we will be improving this service for future events once we have completed a more deliberate study. Happily many of the delegates were enthused by this process; one comment in particular was interesting. A contributor from an earlier session said that, when preparing a “classic” presentation the challenge was that there were two questions the speaker has to ask of him/herself. Firstly – what do I think they want to hear; secondly – from all the knowledge I have on the subject how much do I have to leave out to fit into 20 minutes? Any conscientious presenter tries hard to answer both of those questions, but with this new format – the “what” is immediately made clear by the questions that come in, and so the entire range of the SME's knowledge can be drawn upon to answer the specific question.

Growth The aim of APATS is to support the debate for optimising aviation training in the region so that it can meet the challenge of the rapid increase in growth. This is commonly agreed to be in the order of 6%. Starting from a modest base some years ago, APATS has typically seen an annual increase of 20%. 2012 has bucked that trend. As already mentioned, the percentage of speakers from the region has increased as local experts seize the opportunity to share their ideas, but, critically, the total numbers of attendees and exhibitors has leapt forward by 30% compared with a year ago. Not only does this reflect and amplify the local growth in aviation, but it also shows the perceived relevance and value of this conference. The task now is to build on that success and to further engage the regional training community to ensure that the contemporary issues are addressed to best effect. Next year’s event will be held 17-18 September 2013 in Bangkok, Thailand. cat

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World News & Analysis

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

Pilot Training Preferred Training Provider – Virgin Australia and Skywest Airlines have named Flight Training Adelaide as the preferred training provider to operate the new Pilot Cadetship program. Virgin Australia will also assist successful candidates financially, advancing upfront training course costs. The first 56-week course is expected to commence in December 2012. At completion, candidates will hold the following qualifications: Commercial Pilot Licence (CPL); Multi Engine Command Instrument Rating (MECIR); Air Transport Pilots Licence (ATPL); Multi-Crew Training and Jet Conversion Training. It is planned that cadets will operate as First Officers on the ATR fleet operated by Skywest for approximately three years or 1,500 hours (total time), before transition to a Virgin Australia Jet First Officer position. Flexible Training – Alpha Aviation Group (AAG) Philippines and Zest Airways have signed an agreement for a long-term training partnership. Under the agreement, Zest Airways pilots will undergo all their A320 training requirements with AAG Philippines from September 2012 onwards. AAG Philippines operates and maintains an A320 Level D full flight simulator at its training center in Clark, Pampanga. Approval – The Islamic Republic of Afghanistan Ministry of Transport and Civil Aviation Flight Safety Department has issued an approval certificate to the Baltic Aviation Academy (Lithuania) to operate the initial, type rating 36

CAT MAGAZINE 5.2012

training, recurrent training, proficiency and instrument training and all weather operations training for Boeing 737 aircraft. Airline Sponsored Course – Griffith University has entered into an agreement with Cathay Pacific Airways. In a first for Australian aviation, students enrolled in the Griffith University program will now have the opportunity to secure a position on a Cathay Pacific Advanced Entry Cadet programme. This airline sponsored 32 week course will

commence when successful students obtain their ICAO CPL and have met required hours in specific categories to meet HKCAD licensing requirements. The Griffith Bachelor of Aviation will provide students with highly valuable airline management, commercial, economic and operational skills which will enhance their vitally important roles such as a Second Officer for Cathay Pacific Airways based in Hong Kong. Training Deal – EgyptAir Training Center and Didavia, the Greek aviation

FlightSafety International has signed an agreement with Aeromexico for an Embraer 190 full flight simulator. The simulator is expected to receive Level D qualification from the Directorate General of Civil Aviation of Mexico following its installation later this year. Image credit: FlightSafety International.

academy, have renewed their deal in simulator training for Airbus A320 and Boeing 737NG pilots. The cooperation between both parties dates back to 2007. The renewed cooperation extends the training of Didavia clients on the B737NG. Launch – Bundaberg's CQUniversity Australia and the Australian Flight Academy (AFA) have teamed up to launch a new commercial pilot training program as part of CQUniversity's undergraduate aviation programs. The program, which includes about 200 hours of flight time, will be combined with CQUniversity's current Diploma of Aviation Theory in a 52-week course. It includes training up to a Commercial Pilot Licence with a Multi-Engine Command Instrument Rating. AFA, based at Bundaberg Regional Airport, will provide the flight training component of the course. Standards – A team of trainers and examiners from Symbiotics Ltd. has returned from delivering an ADAPT™ examiner training program in Thailand, for Thai Flight Training Academy. The Thai Flight Training Academy (TFTA) in Bangkok chose ADAPT as the preferred pre-selection toolkit for ab-initio candidates. Nikki Heath, Founder and CEO of Symbiotics Ltd. commented: "Seven pilots and one cabin crew have now qualified to administer ADAPT and are now helping TFTA select candidates for their MPL program. When accepting ab-initio candidates on this course, Thai Airways International requires a reliable prediction of the performance of candidates aspiring to become pilots. Measuring their levels of motivation, suitability to operational roles, competency to succeed in training and their ability to merge with the airline's ethos and culture help forecast their employability in due course." With this in mind, TFTA are encouraging students at various universities in Thailand, who wish to pursue a career in flying to undergo ADAPT training. IAFTP Promotion – Thanks to the generosity of the Saudi Aviation Flight Academy, the International Association of Flight Training Professionals (IAFTP) will recognize with a cash reward the three best training practices submitted to the IAFTP Training Practices Database each month during October, November, and December of 2012. For details go to www.iaftp. org/submit-a-training-practice Integrated Pilot Program – Scandinavian Aviation Academy (SAA) has been approved by the Swedish National Agency for Higher Vocational Education to train 20 pilots annually in a two and a half year Integrated Pilot Program. The class of 20 students will start their training at SAA's facilities at Stockholm Västerås Airport in January 2013. The training will be Integrated, leading to a Frozen ATPL. SAA has three schools, two in Sweden and one JAA approved satellite in San Diego, CA, USA, where the JAA Integrated Pilot program is done today. Static Procedures Trainers – JETPUBS Inc. has begun producing a new type of static procedures trainer for each of the more than 150 aircraft types it currently offers. The trainers utilize high quality graphics customized to each individual customer, use a minimal amount of classroom space and can be completely dismantled and stored in less than 60 seconds. The quick set-up and tear down make it possible to easily switch from one aircraft type to another in one small classroom.

Aviation Australia and Altara have signed a Memorandum of Understanding (MoU) in which they agreed to work together to address the increasing demand for flight attendants in the aviation industry. Altara is an aviation consulting, auditing, training and resources company with headquarters based in Melbourne. It has helped employ over 700 flight attendants for Jetstar, Tiger Airways and China Southern Airlines. Image credit: Aviation Australia.

CAT MAGAZINE 5.2012

World News & Analysis Maintenance

Training Centres

Degree – British Airways Engineering is partnering with the University of Glamorgan to offer a BSc degree in Aircraft Maintenance Engineering. The partnership will see University of Glamorgan students receive a BSc degree in Aircraft Maintenance Engineering having also completed the industry-standard EASA Part 66 training under British Airways' certification license. The initiative, to be accredited by the CAA, will also provide British Airways Engineering employees with the opportunity to study academic modules from the University of Glamorgan at undergraduate and postgraduate level. The University of Glamorgan will open its doors to the first 100 students scheduled for its degree course this October. Training Partner – Lufthansa Technical Training Philippines (LTTP) is to support the biggest education institutions in the country, Jocson College and Feati University, with the training of aeronautical personnel. Following successful completion of their training, as the next step students will be able to apply for the EASA license for personnel authorized to perform Category A maintenance work. The collaboration with the two institutions will in each case run for a term of five years. LTTP will provide the schools with the necessary theoretical training documentation and the tools and materials for conducting practical training. LTTP will also conduct the examinations specified under EASA regulations. Dual Training – Iberia, along with the Madrid regional government, is one of the first companies to develop a dual training programme similar to the German system, with the aim of reducing unemployment among the young. Under the dual system, students attend classes in a training school and while receiving paid on-the-job training in companies. The Madrid regional government chose the Raúl Vázquez on-the-job - vocational - technical college to work with Iberia in developing a training plan for some students, lasting two years, and equivalent to the advanced level of standard professional training in aviation mechanics. The programme's total of 2,577 training hours include 790 class hours in the Raúl Vázquez school and the rest, or about 70% of the total, in Iberia. The airline will also give them an educational cooperation grant while they train. At Iberia Aircraft Maintenance Instruction Centre the students will sit for five different units of advanced aviation mechanics training and meet other requirements for earning the Aviation Maintenance Licence allowing them to certify the proper completion of maintenance tasks, and making it easier for them to find jobs. The company assigns them a tutor and a teaching team to devise and impart the curriculum. The students receive theory and practical training for four months in the Instruction Centre, as well as in Iberia maintenance hangars and workshops in Madrid. Then they work in Iberia installations from January through to September, and after completing coursework can sit for examinations to earn qualifications as Advanced Aviation Technicians - it will be the first time this title is earned thanks to the dual training.

Inauguration – CAE has inaugurated with LAN Peru a world-class training centre for pilots and cabin crew in Lima. The training centre has the capacity to provide training initially to more than 1,000 pilots and cabin crew per year. It is located near the Jorge Chavez International Airport, close to the Peruvian operations base of LAN Peru, the anchor customer for the training facility. The new centre currently offers training on a CAE Airbus A320 full flight simulator and will soon offer Boeing 767 full flight simulator training. The centre is also equipped with an A320 cabin door trainer as well as A320 and Boeing 767 evacuation slides and a pool to train cabin crew. The centre features a mock cockpit trainer for emergency procedures training, classrooms, brief/ debrief rooms, e-Learning courseware and integrated procedures trainers. Training School – Mesa Pilot Development has opened of its newest training facility located at Phoenix-Mesa Gateway Airport in Mesa, Arizona, which will offer a full range of training opportunities and FAA certificates. Courses will range from training individuals with no flight experience through training courses designed for individuals interested in becoming professional pilots. For the first time, Mesa Pilot Development will offer its training programs to individuals who are not enrolled in an affiliated degree based program. In addition to its proven training program, Mesa Pilot Development offers postgraduate employment opportunities, including guaranteed interviews at Mesa Airlines, Inc. for candidates successfully completing the required professional pilot training courses. Phenom Training – Embraer-CAE Training Services (ECTS) has launched Phenom aircraft pilot and maintenance technician training in Brazil at CAE's training centre near Guarulhos International Airport in Sao Paulo. The Phenom FFS is the first advanced technology flight simulator for business aircraft in South America and was recently qualified by ANAC (Agencia Nacional de Aviacao Civil). ECTS will provide a complete training solution for opera-

CAT MAGAZINE 5.2012

Embraer-CAE Training Services launches Phenom training in Brazil. L to R: Ernie Edwards, President, Embraer Executive Jets; Edson Carlos Mallaco, Vice President, Customer Support and Services, Embraer Executive Jets; Jamal Kokhar, Ambassador of Canada to Brazil; Marco Túlio Pellegrini, Senior Vice President Operations & COO, Embraer Executive Jets and Alessandro Pinho, Regional Business Leader, South America, CAE. Image credit: CAE.

southwestern region of Turkey. According to Boeing, it operates on solar power and incorporates several other environmentally progressive features, making it the first self-sustaining flight training center in the world. Boeing and IFTC currently offer training on two Next-Generation 737 and two A320 full flight simulators and flat panel trainers in a state of the art facility located in the Ataturk Airport free trade zone. The Antalya site will operate as a satellite facility of the Istanbul training campus and features a Next-Generation 737 FFS. Antalyabased SunExpress is the initial airline training customer for the new facility.

Flight Simulators tors of the Phenom 100 and Phenom 300 executive jets, including ground school, Garmin Prodigy training station, CAE Simfinity™ integrated procedures trainer (IPT) and the state-of-the-art CAE 5000 Series reconfigurable full flight simulator. ANAC Approval – Agência Nacional de Aviação (ANAC), the aviation authority of Brazil, has renewed Era Training

Centers (ETC) Part 142 certificate as an authorized ANAC training facility. ANAC also approved and qualified ETC's EC135 CPDS P2+ AW139 Level 6 flight simulator training devices (FSTDs). ‘Green’ Training – Boeing has added a new "green" flight training center to its training network. The facility, developed by International Flight Training Center (IFTC), has opened in Antalya in the

CAE Contracts – easyJet has extended its long-term pilot training services agreement with CAE in a contract valued at more than C$60 million. The pilot training solution leverages facilities from CAE’s recent acquisition of Oxford Aviation Academy. CAE also provides crew sourcing services to easyJet. Three full flight simulators (FFSs) have been sold to Air China for the

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World News & Analysis A320, A330 and B737 aircraft. The contracts are worth C$42 million and bring the total number of FFS sales CAE has announced during fiscal year 2013 to 10. All three CAE 7000 Series simulators will be deployed to the Air China training centre in Beijing in 2013. Each FFS will include the third-generation CAE Tropos™-6000 visual system. Contracts worth a total of more than C$85 million have also been awarded by customers in Asia and North America. Bombardier Aerospace has purchased a comprehensive suite of products, engineering services and simulation-based technology tools to support the development of the Global(i) 7000(i) and Global 8000(i) aircraft program. Alaska Airlines has placed its first full flight simulator order with CAE. The CAE 7000 Series Boeing 737-800 FFS will be delivered in 2014 to Alaska’s training centre in Seattle, Washington. A CAE 5000 Series A320 FFS will be the seventh of the Asian Aviation Centre of Excellence and will be delivered in 2013 to Kuala Lumpur, Malaysia. CAE will also deliver three FFS’s for A330, B737 and B777 training to Zhuhai Flight Training Centre by the end of 2013. A330 Sim – Sri Lankan airlines is to take delivery of a new A330 flight simulator from Sim-Industries early next year increasing the airline's capacity to offer flight simulator services to regional carriers. The simulator will be jointly marketed in the region by Sri Lankan airlines and Lockheed Martin. An A320 simulator installed at the airline's flight training school last year has helped to double the intake of cadet pilots, cut training costs and time. Currently Sri Lankan airlines, budget carrier Mihin Lanka and third parties use the A320 simulator to train their pilots. FTD Sales – Frasca International Inc. has increased its market share within China with eight new flight simulator contracts this year. All of the simulators are designed to CAAC Level 5 standards. Binzhou Flight Academy has taken delivery of a Cessna 172 FTD, Hubei Sky Blue International Aviation Academy has received a Frasca Seminole PA44 FTD, and Nanshan Flight Academy has ordered six level 5 FTDs – including four

Sharing best practices globally http://IAFTP.org 40

CAT MAGAZINE 5.2012

Cessna 172 and two Piper Seminole PA44 FTDs. Southern Illinois University (SIU) has ordered three FTDs. The order includes two Cessna 172R FTDs and a CRJ-200 Level 5 FTD. SIU is also upgrading its existing Frasca 172R FTD to have the same features as the two new 172R devices, including G1000, three channel projected cylindrical visual display and low-profile instructor cab. Advanced ATD – Arizona State University’s (ASU) College of Technology and Innovation (CTI) has received an ELITE Simulation Solutions’ King Air advanced training device (ATD) that features dual EFIS, GNS 530 WAAS GPS and a high definition world-wide visual scenery database. The G600 series iGATE is a twin engine turbine trainer with FAA certification as an Advanced Aviation Training Device (AATD). NextGen Research – The MITRE Corporation has signed a contract with Aerosim for the design and delivery of four Boeing B757/767 flight management system trainer (FMST) station licenses that will include future FMS full phase required time of arrival (RTA) functionality. The upgrade will be used for FMS variations research related to Performance Based Navigation (PBN) and Four Dimensional Trajectory Based Operations (4D TBO). The B757/767 FMST was customized to integrate with MITRE’s simulation tools used for its FAA-sponsored research being conducted in the Center for Advanced Aviation System Development (CAASD). Touch Screen Trainer – Eca Faros has signed agreements with Sofia Flight Training and Starflyer for the delivery of Airbus touch screen trainers (TST A320) with integrated maintenance training package. The TST is intended for pilot and aircraft maintenance staff training and is compliant with JAR FSTD A – FTD Level 1 and/or JAA FTD 2A Level 1. EASA Approval – Bahrain-based Gulf Aviation Academy (GAA) has received the European Aviation Safety Agency (EASA) FSTD approval certificate for its new CAE A330-200 full flight simulator (FFS). The device, GAA's fourth CAE simulator, incorporates a CAE Tropos-6000 200 degree field of view visual system. The new simulator is

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The Dutch CAA authority (JAA) has certified the B737NG-800 type specific FTDI and FNPTII of SimRent, a new flight simulator center, which opened in May 2012 at Amsterdam, Schiphol Airport, offering B737NG and A320 flight simulator capacity. Due to a change in the American and European regulations, pilots are allowed to fly the major part of the required hours for a Boeing 737 type rating on the Next Generation simulators. SimRent BV has placed a follow-up order for a second type specific B737-800 simulator. The unit will be installed at the training center at the end of 2012. Image credit: SimRent.

EASA Level D certified and is ready for conducting dry and wet A330 training to Airbus operators in the MENA and wider region. In addition to the A330 FFS, GAA has also taken delivery of a new CAE Simfinity Airbus maintenance flight training device (MFTD) 2D/3D trainer, as well as an A320 and EMB190 emergency evacuation trainers. Virtual Airfields – Simthetiq has completed the development of two new virtual Colorado airfields, the GunnisonCrested Butte Regional Airport and the Aspen-Pitkin County Airport/Sardy Field for the Federal Aviation Administration (FAA). Both airfield databases were installed in out-the-window general aviation flight simulators at the FAA Civil Aerospace Medical Institute in Oklahoma City to support human factors research. This delivery is the latest of nine virtual airfields Simthetiq delivered to the FAA over the past two years. A320 Sims – L-3 Link Simulation & Training UK (L-3 Link UK) in Crawley, UK, has been awarded a contract by China-based Spring Airlines to deliver two A320 full flight simulators and one A320 flat panel trainer. All of the training

devices, which will be built by L-3 Link UK, will be delivered during the fourth quarter of 2013 to the airline's future training center at Shanghai Pudong International Airport. Both simulators will employ L-3 Link UK's modular RealitySeven simulation architecture. The A320 flat panel trainer will support procedural training. NASA Contract – NASA has selected Science Applications International Corp. to receive a contract to support the aerospace systems modeling and simulation facilities at the agency's Ames Research Center, Moffett Field, California. This is a cost-plus-award-fee, definite core, indefinite-delivery/indefinite-quantity hybrid contract to be awarded in early to mid October. The contract consists of a one-year base period and four one-year options and has a maximum value of $76 million. Under the terms of the contract, the company will provide technical services and be responsible for the successful preparation and operation of the simulators, collection of research data, and the continuing operation and upgrades of the facilities. The work will be performed in Ames.

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World News & Analysis Mechtronix News – Mechtronix has sold and delivered a number of flight trainers around the world. Flight Training Adelaide has ordered a new Ascent® XJ Trainer™ to train cadet pilots in its South Australia facilities at Parafield Airport. A flat panel trainer (FPT™) configured for the ATR 72-600 aircraft has been delivered to Taiwanese carrier UNI Air, a subsidiary of EVA Air. The flat panel trainer provides users with a 2D graphical representation of the aircraft flight deck systems and avionics displays, panels and instruments with 3D hardware FMS CDUs and Autoflight control panels. Mechtronix has also delivered the fifth full flight simulator for the International Fight Training Center (IFTC) in Turkey. The B737-800 FFS was qualified by the Austrian Civil Aviation Authority under EASA rules. Other Mechtronix training devices have achieved qualification. Two Ascent flight trainers at the Civil Aviation College (CAC) of Japan have been qualified FTD Level 5 by the Japanese Civil Avia-

tion Bureau (JCAB). The devices will be used for VFR and IFR training sessions at CAC’s facilities in Sendai, Japan. Indonesian regional carrier Susi Air has completed the installation and qualification process of its Mechtronix FFT X™. The device was qualified in equivalence with JAR FSTD A FTD 2/FNPT II MCC by the Civil Aviation Authorities of the Republic of Indonesia (DGCA).

CBT/Software Going Mobile – Air Service Training Limited (AST) has launched a new method of deploying training material. It will enable students to download training resources online for use on tablet devices, including the iPad and Android systems, Microsoft Windowsbased devices and Mac computers. Once downloaded, students will be able to access the material any time they want, whether connected to the internet or not. Content used in this new online strategy includes the EASA Part 66, Module 9 Human Factors training notes,

a key module that applicants must pass an examination on to obtain a commercial aircraft maintenance engineer's licence. The system was developed by Bristol, UK based company, Koala Publishing Limited. WBT Courseware – Avsoft has provided Samair, a charter airline based in Bratislava, Slovakia, with their Boeing B737-400 differences aircraft systems training courseware. Avsoft’s CBT and WBT courseware is designed to provide student pilots and maintenance personnel with an in-depth exploration of all the major aircraft systems. Online CRM – The Medallion Foundation has developed an online course to meet the demand for an upcoming federal aviation regulation requiring all FAR Part 135 certificate holders to show proof of crew resource management training. The new regulation states in part in FAR Part 135.330 "After March 22, 2013, no certificate holder may use a person as a flight crew member or flight attendant unless that person has completed

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The inaugural International Civil Aviation Organization (ICAO) TRAINAIR PLUS Global Symposium, hosted by the Civil Aviation Authority of Singapore (CAAS), has taken place in Singapore. Mr Pang Kin Keong, Permanent Secretary, Ministry of Transport, delivered the welcome address. A video message from Mr Raymond Benjamin, ICAO Secretary-General, was also shown. Themed “How to prepare tomorrow's aviation workforce with today's training tools”, the Symposium provides a platform for the exchange of views on the challenges as well as the latest trends, techniques and best practices in aviation training worldwide. Over four days participants addressed competency-based training, human resource development and partnerships for training. The Symposium also sought to increase awareness of ICAO's TRAINAIR PLUS Programme. At the Symposium, ICAO presented certificates to seven training organisations that were recently certified as full members of the TRAINAIR PLUS Programme. This included the Singapore Aviation Academy (SAA), the training arm of CAAS. Image credit: CAAS.

approved crew resource management initial training with that certificate holder." The Medallion Foundation's online computer training course can be submitted for evaluation to FAA Principal Operations Inspectors (POI) for 135 operators as any module of a 135 training program. The Medallion Foundation will provide a course curriculum to each operator that can be inserted in their training program. The POI evaluates the module to ensure it meets regulatory requirements. Approval may be granted as a stand-alone course or part of the operator's existing CRM training. Each situation is unique and is evaluated in accordance with the operational environment of the operator. The course takes less than a half-day to complete and requires a minimum passing grade of 75%. Once completed, a course completion certificate will be printed which has the student's name, operator's name, and date of completion. This certificate can be included in the crewmembers records to show compliance with 135.330(b). AQP – Complyance Information Systems has released iFlyAQP. Designed to run as a native iPad application it allows an instructor to grade an AQP (EASA ATQP) or traditional event on an iPad without being connected to the internet. Scenario and grading forms are available at all times to the instructor, and graded forms are synchronized with the data center once the internet is available. It

also offers candidates the ability to visualize their forms and sign them. iFlyAQP is closely integrated with other Complyance solutions.

ATC Training 3D ATC – Airways New Zealand has developed and installed a highlyrealistic 3D air traffic control simulator in South Africa - and is investigating further global opportunities for its multimillion dollar training solution. The Total Control Simulator for South Africa’s Air Traffic and Navigation Services (ATNS) gives a 360° view of the airfield and imitates the full air traffic control environment, complete with real-world traffic scenarios, and can simulate any weather conditions. Airways' own simulator is installed at their Christchurch training base for use by New Zealand and offshore air traffic control trainees. Comprehensive Training – The growing need for professional partners to deliver comprehensive training service packages within the air navigation service industry has brought Entry Point North and GroupEAD Europe S.L. together as partners to address various customer projects. Entry Point North provides complete initial training for ATCOs, ATSEPs, ATS and AFIS personnel, including a wide range of development training courses, recruitment and selection and other services. GroupEAD offers AIS and AIM related training and services such as EAD Data

Operations, Static Data, NOTAM, AIXM, AIP Production and more. The partnership means that Entry Point North and GroupEAD will be able to offer more services to its customers, either by partnering together or by offering each other's training services. Cooperation Agreement – Acadel has entered into a cooperation agreement with the Italian air traffic authority Ente Nazionale di Assistenza al Volo (ENAV) to support each other in future ATC related business ventures. The agreement confirms the strong

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CAT MAGAZINE 5.2012

World News & Analysis relationship between the two companies and is intended to forge commercial cooperation in the field of ATC simulation and aviation English phraseology training.

Aviation English MoU – The Joint Aviation Authorities Training Organisation (JAA TO) and RMIT English Worldwide (REW) have signed a Memorandum of Understanding (MoU) initialising their cooperation in delivering aviation English language education and assessment services. This MoU will lead to a more formal agreement. The parties intend to actively promote Aviation English Courses and the RMIT English Language Test for Aviation (RELTA), and collaborate in the development and joint delivery of custom-made programmes.

Instructor Training Instructor Academy – UK-based Heli Air has announced that from 24th September 2012, its new base at Gloucestershire Airport will be fully operational. The base will be home to Heli Air's new Flight Instructor Academy. In addition, as the company already holds UK CAA FTO and TRTO approvals on many aircraft, the Gloucester base will also be offering full PPL(H) and CPL(H) courses and Type Ratings on the majority of single engine helicopters. Operations at Gloucester will commence with a 2-seat Robinson R22 and a 4-seat R44 with plans to expand the fleet to include a 5-seat R66 and a Bell 206 JetRanger in the near future, followed by additional R22s and a Bell LongRanger.

Commercial Aircraft Sales August 7 to October 12 2012

Aircraft type

Number Operator/Buyer

A320ceo 30 A320neo 20 A321ceo 34 A321neo 10 A330-300 20 B737Max 60 B787-9 11 ATR72-600 2

ICBC Leasing ICBC Leasing Philippine Airlines Philippine Airlines Philippine Airlines GOL ANA InterSky

CAT MAGAZINE 5.2012

The Czech Airline Training Center (CATC) has a new owner, Air Navigation Services of the Czech Republic (ANS CR). The transaction was finalized during September 2012. Despite the change in ownership structure both domain expertise and a clear customer focus of CATC will remain. CATC staff have over 13 years of experience in providing training for flight crew, cabin crew, ground engineers and other ground staff on which the new owner, ANS CR wishes to build. The companies see the transaction as a positive step in creating new business opportunities in civil aviation. Image credit: Czech Airline Training Center.

Company News Takeover – AirSimElectronics GmbH based in Dresden, Germany has been acquired by Multi Pilot Simulations B.V. of the Netherlands. The company is renamed as MPS Electronics GmbH and the takeover is effective immediately. For several years AirSimElectronics has been the preferred supplier of the electronics and cockpit instrument panels for the MPS B737 and A320 simulators. This acquisition will give MPS full control over the supply chain of all the electronic parts and instruments that are specifically and exclusively produced for the MPS simulators. ISO Certification – Frasca International Inc. as a result of an independent audit by BSI, a nationally accredited certification body, has achieved certification to the ISO 9001:2008 standard. This certification attests to the fact that Frasca has fully deployed a Quality Management System (QMS) that operates in accordance with the standards embodies in ISO’s internationally recognized criteria. Award Winner – Jeff Everett, president of RSI Visual Systems’ has been recognized as the 2012 FSEMC Edwin A. Link Award winner. This award is given each year to recognize an individual’s significant lifetime contribution to the flight simulator support community. RSI Visuals now has two Ed Link award winners active in the company. Craig Phillips, vice president of Engineering, received the award in 2009. New Headquarters – Due to the strong growth that the company has experienced recently, GTA has moved to new headquarters to provide better service to their customers.

The new offices are located at Calle Playa de Riazor, No 12, 2nd Floor, in Barajas (Madrid). Acquisition – Quadrant Group has acquired Micro Nav Limited based in Bournemouth, Dorset, UK. Micro Nav is a global market leader in the Air Traffic Control simulation business, with particular strength in Europe, Asia and the Middle East. It has developed a complete range of proprietary softwaredriven simulation products, the most widely known being the 'BEST' range of ATC simulation systems. Commenting on the acquisition David Coghlan, the Quadrant Group Chairman said, “we are delighted that Micro Nav will be joining Quadrant flight simulation and air traffic control simulation are closely aligned specialist niches within the worldwide aviation training market, with opportunities for increasing technical convergence between them. Combined revenues for the two businesses approach £20 million, with around 180 staff now in the enlarged Quadrant Group.”

Capital – ST Aerospace Ltd. has injected US$1.44m (approximately S$1.8m) into the capital of wholly owned subsidiary, ST Aerospace Academy Pte Ltd (STAA). The capital injection affirms ST Aerospace's confidence in the pilot training business and its continued investment to upgrade STAA's flight training capacity and capabilities to meet rising training demand from airline customers and private self-funded individuals. STAA will use part of the funds to equip its new Flight Operations Centre (FOC) at the Ballarat Airport, featuring a stateof-the-art centralised flight operations and dispatch centre. The FOC will come with a new aircraft apron that can accommodate a fleet of up to 40 training aircraft. There are also plans to acquire a PA44 Seminole full flight simulator in late 2012. STAA expects to train 200 commercial pilot cadets by the end of 2012. Hiring – Air Canada is to hire more than 900 employees over the next 12 months to meet its planned workforce

requirements. In addition, 200 new jobs will be created for flight attendants and pilots at the airline's low cost carrier that will be launched in 2013. Air Canada is hiring approximately 400 flight attendants to compensate for attrition and meet planned schedule requirements for its main network airline operation with the first training classes scheduled in October. Air Canada's low cost carrier will be hiring approximately 150 flight attendants and 50 pilots for its launch in 2013. Award – CTC Aviation Group was among Britain's top 200 private companies recognised at the 3rd annual Sunday Times HSBC International Track 200 awards. The International Track 200 league table ranks Britain's private companies with the fastest-growing overseas sales and is published in the Sunday Times. CTC Aviation is ranked as number 32. Rob Clarke, Group CEO for CTC Aviation Group Limited commented, “CTC is in the midst of some very exciting developments at the present time.

CAT MAGAZINE 5.2012

World News & Analysis In June of this year we completed a management buyout with private equity firm Inflexion which marks a new era for us. Our priority remains to continue to deliver the highest standards of training for our client airlines and cadets, whilst we continue to increase our presence internationally and invest intelligently in new resources.” ICAO TRAINAIR PLUS – The Joint Aviation Authorities Training Organisation (JAA TO) has become a full ICAO TRAINAIR PLUS Member, the first aviation safety training organisation in Europe to join the group of full members. The objective of the ICAO TRAINAIR Programme is to improve safety and efficiency of air transport through the establishment and maintenance of high standards of training and competency for aviation personnel on a worldwide basis and in a cost effective manner. The PLUS Programme includes significantly revised course development procedures and requirements, a new approach to the Standardized Training Package (STP) sharing library and a self-sustaining budgetary mechanism.

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FlightSafety International – David Davenport will join the company’s senior management team at its corporate offices in New York. David was recently promoted to Vice President. Four executives have been promoted to senior vice president. Tom Eff to Senior Vice President, General Counsel & Secretary; Scott Fera to Senior Vice President, Marketing; Greg McGowan to Senior Vice President, Operations; and Ken Motschwiller to Senior Vice Resident & Chief Financial Officer. Daniel MacLellan has been promoted to Regional Operations Manager. He will oversee six FlightSafety Learning Centers (Hong Kong; Lafayette; Long Beach; San Antonio; Savannah & West Palm Beach) in addition to continuing as Manager at Dallas/Fort Worth. Chip White has been appointed manager of the company’s Gulfstream Learning Center in Savannah, Georgia, and Fabio Miguez has been promoted to Manager of FlightSafety’s Learning Center in Columbus, Ohio. cat

Aerosim Technologies www.aerosim.com 21 AXIS Flight Training Systems GmbH www.axis-simulations.aero 14 CAE www.cae.com 29, 30 & OBC CTC Aviation www.ctcaviation.com 39 ECA Faros www.ecafaros.com 11 EDM www.edm.ltd.uk 13 Finnair Flight Academy & Patria Pilot Training www.multifly.net 19 FlightSafety International www.flightsafety.com IBC Frasca International www.frasca.com 17 FSC Training www.fsctraining.com 5 Global Training & Aviation www.globaltrainingaviation.com 10 INDRA www.indracompany.com 27 IATA www.iata.org/itqi 28 Intl. Association of Aviation Personal Schools www.iaaps.info 32 Intl. Association of Flight Training Professionals www.iaftp.org 40 JETPUBS www.jetpubs.com 15 & 41 L-3 Link Simulation & Training www.L-3com.com 9 Multi Pilot Simulations b.v. www.flymps.com 25 Pan Am International Flight Academy www.panamacademy.com IFC RAeS Conference www.aerosociety.com/events 8 Simulator Census www.halldale.com/sim-census-offer 42 Strategery ASD www.strategery-asd.com 37 Strategic Simulation Solutions www.StrategicSimulationSolutions.com 43 3rd Low-Cost Training Trends & Tech. Seminar www.t3web.org 45 Turkish Airlines Aviation Academy www.thyaviationacademy.com 23 & 33 WATS 2013 Conference www.halldale.com/wats 26

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

6-7 November 2012 EATS 2012 – European Airline Training Symposium andel’s Hotel Berlin, Berlin, Germany

www.halldale.com/eats

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

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Other simulation & training events 30 October 2012 3rd Low-cost Training Trends & Technology Seminar London, UK

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28 November 2012 Flight Simulation Research Conference RAeS, London, UK

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

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CAT MAGAZINE 5.2012

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

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