CAT Magazine - Issue 6/2013 by Halldale Group

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Issue 6/2013

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Training Focus

Superjet Training – Taking Off From Venice

Training Technology

Converging Paths Motion Technology

Next-Gen Motion Technology Improving Performance Language Training

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ISSUE 6.2013

Editorial comment

Aviation Culture I always return from CAT Magazine’s international training conferences mulling the role of “culture” on our industry. It was no different after I returned from our October EATS event in Berlin. Perhaps it is the nature of the job; I talk to many aviation professionals from every corner of the globe, and one is always dealing with some aspect of culture even in casual conversations. And by “culture” I mean the complete range of influences on our outlook, perceptions, and behaviours. There are three distinct cultural influences on all of us: our national culture which has shaped us from birth, our organisational culture which is the nature of our employers and how they operate, and the culture associated with our profession, which may be “professional pilot.” All of them combine and interact constantly, and most of the time they deliver what we all want – safe and efficient air operations. But when they don’t, we must have the honesty, knowledge and tools to address it. Robert Helmreich is a well-known proponent of organisations having a full understanding of cultural influences on their operations if safety efforts are to succeed. One of the foundations of his work is that it is essential to build on the strengths of national culture and to enhance professional and organisational cultures to establish that all-important “safety culture.” Evidence of a safety culture comes from many quarters. We need leadership, open communications, risk awareness, error management, situational awareness, active listening and a continuous learning attitude. And corporate leadership is no less important. A corporate culture that is non-punitive, demonstrates strong leadership and employee support, encourages continuous communication and compliance, and constantly promotes “best practice” Chris Lehman is key. Senior management cannot abroEditor in Chief gate their responsibility to maintain the positive environment necessary for the nurturing of a true safety culture. In my view, some air operators pay too little attention to the influences of executive leadership on organisational and safety culture. The “tone from the top” is of fundamental importance.

... we must select and

hire personnel for their ability to accept, understand, and work within an agreed upon “Aviation Culture.”

If we agree that there are three cultures that influence pilots – national, organisational and professional – we probably also agree that they influence critical behaviours such as how juniors relate to seniors and how information is shared. And of course they further influence attitudes about stress and personal capabilities. The recent accident at SFO involving a failed visual approach in a jet transport category aircraft was the subject of a couple of off-line conversations in Berlin. A few felt that the impact of national culture was the “last taboo” and that we’re still not having adult conversations about it. Others felt that it was important not to frame the narrative so much around pitting one national culture against another, but rather to continue the quest towards true international training standards and practises. I found myself in agreement with that position. One gentleman felt that some carriers from the region should stop completely the practise of hiring ex-military pilots and making them Captains, because an extreme hierarchical military culture can be carried into the civil cockpit, adversely affecting communications, performance and safety. Although this is not a new comment, I thought it was interesting because possibly the reverse is true in the West - many of my contemporaries lament the fact that civil cockpits no longer see ex-military pilots! Further, my own perceptions and experience with the “military ethos” do not cause me to view the military influence as necessarily negative, at least in my own country and culture. Perhaps the essential truth is that we must select and hire personnel for their ability to accept, understand, and work within our larger “Aviation Culture.” All other attributes must be subordinate to the overarching aviation culture, and what it means to be a true aviation professional. And one result may simply be not hiring otherwise “qualified” candidates. Safe Travels, Chris Lehman CAT Editor in Chief

e chris@halldale.com C AT M A G A Z I NE 6 . 2 0 1 3

Contents

ISSUE 6.2013

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, Natalie Morris North America t. +1 407 322 5605 e. natalie@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

Artworker Daryl Horwell

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

t. +44 (0)1252 532011 e. daryl@halldale.com

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

Aviation Culture. Editor in Chief Chris Lehman examines the role of “culture” within our industry today, and in the future.

Superjet Training – Taking Off From Venice. Chris Long profiles training for the Sukhoi Superjet SSJ100.

Converging Paths. Group Editor Marty Kauchak examines the cross-over from military maintenance training to the civil sector.

Next-Gen Motion Technology Improving Performance. Chuck Weirauch reviews motion technology systems.

The Spoken Word. Robert W. Moorman reports on English language training relating to ICAO standards.

Interview: CAE’s Nick Leontidis. Rick Adams speaks to the new CAE Group President, Civil Simulation Products, Training and Services.

EATS 2013 – Enhancing Flight Crew Training. Highlights from EATS 2013 in Berlin.

The Future "Pilot Shortage Tsunami". Ian Strachan reports from the recent RAeS conference ‘Improving Training Provision’.

Fresh Thinking. A profile of Farnair Europe.

Seen & Heard. Updates from the training and simulation community. Compiled and edited by Fiona Greenyer.

C AT M A G A Z I NE 6 . 2 0 1 3

On the cover: The Thales-(now L-3 Link) manufactured RealitySeven FFS located at the Superjet Training facility in Venice. Image credit: SuperJet International.

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Training Focus

Superjet Training – Taking Off From Venice Chris Long profiles the Sukhoi Superjet SSJ100.

characteristic of most new aircraft in the 21st century is that they are the result of collaborative ventures. The Sukhoi Superjet SSJ100 is no exception, but it is unique in that it is a fusion of two primary organisations with completely different historic backgrounds. The record of innovation in aircraft of Russian origin is second to none, and in particular the obvious mastery of aerodynamics and thrust vectoring of Sukhoi fighter aircraft has wowed observers at air shows worldwide over many years. The strengths in the manufacture of advanced aerodynamic models is obvious. The Italian company, Alenia Aeromacchi (a Finmeccanica company) has long featured on the world stage, and has considerable experience of both military and civil aircraft sales and support. The logic of combining the talents of these two companies is sound, and the theme of cooperation continues with the use of a new-build engine. This engine, the SaM146, marries the talents of two disparate companies, each with a mature background of engine development – the Russian company Saturn and the French based Safran. These combined in a new company, PowerJet, which has designed and built the SaM146 engine, a power plant that is optimised for this aircraft. Careful selection of other major western players – Thales for the flight deck displays, Liebherr for the fly-by-wire system, Honeywell and so on – combined to make the goal of achieving global standards of certification relatively straightforward. EASA certification was activated from the very beginning but jointly with the Russian certification under IAC-AR, the Russian Authority for product certification. EASA was chosen to open up

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world markets, but is running concurrently with the Russian certification.

The Aircraft The aircraft is a 100 seat regional jet, designed and built by Sukhoi Civil Aircraft Company (SCAC) at Komsomolsk-on Amur (Russia). Deliveries to the first western airline to operate it, Interjet of Mexico, have already started, and this version is equipped with a striking interior designed by the famed Italian design house, Pininfarina. The market is divided into areas of traditional interest of the partners, with SCAC looking after sales and marketing in Russia, CIS countries, China, India, the Gulf region and Southeast Asia. Superjet International, based in Venice, looks after Western areas, including Latin America, an area with high growth potential for this class of aircraft. SCAC will also be responsible for the promotion of the VIP and Business jet versions.

Superjet Training With the geography of the sales and marketing agreed, the training tasks were neatly divided to recognise that distribution. Although two centres have been

In August the second Interjet SSJ100 took off from Venice Marco Polo airport for a ferry flight to Toluca (Mexico). Image credit: Superjet International.

established, one in Venice at the Marco Polo airport, and one in Moscow at the legendary Zhukovsky Research Centre, the build up of the training capability started in Venice. However, the first training courses were actually delivered in Russia starting from February 2011 because the first customers were Russian (Aeroflot and Armavia) and the first simulator was available there at the end of 2011 (though certified only by the Russian Authority Rosaviatsija). Training courses in Venice were activated in March 2013 with the certification here of the second FFS, the first one to be EASA certified at the end of the SET process. The two centres now have identical equipment and capability to support the SSJ100. The road to training for that aircraft actually started by using an A321 simulator (formerly of Alitalia) installed at the Venice centre to create an A321 training package approved for type rating by EASA. Working through the formal approval process built an understanding of what was required to set up and install an EASA approved course for all SSJ100

training. The A321 type rating is a stand-alone capability, which initially catered for individuals, but now has expanded to provide either dry or wet leased training for airlines. A separate MCC course is also available, and this uses a Frasca FNPT2. The MCC lead in for the SSJ100 training is carried out using the A321 FBS. Venice is now an FTO, approved by ENAC on behalf of EASA. The FTO certification will transition to ATO in line with the new Air Crew Regulation within April 2014. EASA certification in Italy has been achieved concurrently with Rosaviatsija certification in Zhukovsky. These two regulatory bodies have subsequently been joined by the Mexican, Indonesian, Armenian and Laotian authorities. A medium term goal of these multiple approvals is

Thales-manufactured RealitySeven FFS which is qualified by EASA as Level D. Image credit: Superjet International.

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Training Focus what is believed will be the unique situation in which non-Russian instructors of Superjet Training are formally approved to give instruction for Russian type ratings, a qualification reciprocated for Russian instructors for non-Russian approvals. This European-Russian blended team will be unique, and will benefit from significant cross-fertilisation of experience. Naturally there is a robust Safety Management System in place at both centres, a feature which has not historically been part of Russian training systems. With a clean sheet to start the build up of training, the Superjet Training facility in Venice was able to select state-of-the-art training tools to provide training for flight crew, cabin crew and maintenance teams. That build up is an on-going process, but for the flight crew there is a progression through CBT, produced in-house, a flat panel training device (FPTD) made by Thales (now L-3 Link) and, finally, a Thales-manufactured RealitySeven FFS.

Tailored Training The training can be broadly divided into two groups – those coming from the “traditional” Russian style of operation, who have normally operated with analogue instruments and large crews, and those, largely from the western areas, who are already familiar with glass cockpits and higher levels of automation. One size obviously does not fit all, so training is adapted to ensure the proper level of competencies. The teaching management software recently provided by MINT Training Management System (TMS) is a tool that manages recordkeeping, scheduling and documentation. The standard course in familiarising crews with glass cockpit and two crew operation is a significant period in the A321 FBS in Venice, or the FTD Level V or SSJ100 used as FBS in Zhukovsky. Stick and rudder skills do not present a challenge, but up to 25 sessions of four hours can be used to attain the necessary soft skills for operation of this state-of-the art aircraft. Given the primary driver of safety, the basic type rating course is of 12 sessions in the FFS (compared with eight sessions with some other OEMs). Superjet International Training provides instructors for at least ten sectors of Line 08

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Flying Under Supervision (LFUS) although some authorities and airlines can require more. The full suite of training devices is now operational in both Venice and Moscow so there is complete flexibility between the points of training delivery, driven by availability and customer preference. The pool of instructors has been selected from a wide range of nationalities, but exclusively from those who satisfy the criteria of airline experience, good level of English, glass cockpit background and, critically, an enthusiasm for instruction. All instruction can be carried out in English, but, understandably for those who are destined to operate in Russia, the training can also be delivered in Russian. Further recruiting can now embrace a wider pool, and there is an instructor training capability to build up the team. At the present time there are 39 instructional staff, together with eight FSTD technicians, four in Venice and four in Zhukovsky, making a total of 47.

Cabin Crew Training Whilst there is nothing out of the ordinary required for the safety training of the cabin crew, the usual type-specific training is carried out in an emergency and evacuation trainer built by EDM of the UK, an example of which is installed at each centre. This device is mounted on a tiltable support structure to simulate a left or nosewheel gear failure, and has a full range of scenario-training capabilities. This includes low visibility evacuation and escape slide, as well as multiple-point firefighting, and also has a variety of sound effects to enhance the training environment.

Maintenance Training Sonia Mancuso, Maintenance Training and Examination Manager, is pleased with the success of the maintenance training. The MTO EASA certification has been achieved in parallel with the Russian certification, which was approved in 2009. After getting initial MTO approval, an Extension of Part 147 certification to RRJ95 was approved in October 2012. As with the flight crews, for many of the maintenance trainees this was an introduction to both glass cockpit and latest material technology, so the training required significant depth for them to acquire these new competencies. Until

In-house CBT training for the flight crew. Image credit: Superjet International.

now the aircraft itself has been the platform for delivery of the practical training, but now a comprehensive CBT package has been developed in house. The Virtual Walkaround is currently available for Flight Crew training but is not yet a part of the maintenance training, although in future it could be expanded for use as a virtual maintenance procedure trainer. Additional courses which can be provided can include engine run up qualifications, cabin interior and emergency equipment maintenance, and ground handling training

Upset Recovery Training Carlo Occhiato, a former Alitalia training captain, has been key in developing the flight crew training pattern for the SSJ100. Whilst there is immense satisfaction in shaping that to the EASA specification, there is one area of which he is particularly proud. Right from the start, the intention was to integrate Upset Recovery into the standard type rating package. Here the illustrious pedigree of the aerodynamic heritage which the Russian team brought to the party becomes clear. When there has been debate over the validity of upset recovery training for western-built airliners, the OEMs have voiced significant concerns over the possibility for negative training as a result of the FFS envelope being pushed beyond that demonstrated and measured dur-

MPS_CAT2013_Ad01.indd 1

ing controlled testing in the aircraft. The philosophy has always been to gradually expand the test flying to verify all the normal operating conditions, and then to extend those parameters by an adequate margin to calibrate handling in the unlikely event of that normal envelope being exceeded. During a visit by CAT to the Zhukovsky centre a few years ago, the scientists there stated that the aerodynamics for the extreme manoeuvres and handling, so impressively demonstrated by the latest generation of Russian fighters, had all been modelled prior to the aircraft test flights. They had great confidence in the predictive qualities of those studies, and key to the design of the upset recovery training for the SSJ100 was to use the proven predictive algorithms from the advanced fighter programmes to study and predict handling of the SSJ100 beyond the normal operation of the aircraft in the event of extreme upset. In simple terms, western-built aircraft started from the inside of the envelope and worked outwards, whereas the experts at GosNIIAS, the leading Russian aviation research centre, take a muchexpanded database and could select what elements can be used to support design and operation of the civil aircraft. The result of those studies has resulted in three inputs to the L-3 Link FFS. Sukhoi provide the aircraft systems package, L-3 Link the operation of the

platform, and GosNIIAS the aerodynamic modelling. Not having flown the aircraft it is difficult to judge to fidelity of the FFS, but, by observation, the handling of the FFS during a 27 knot crosswind landing, this system appeared to give good inputs on the effect of yaw. The expanded aerodynamic package was particularly impressive when a minimum radius turn was demonstrated. By starting the turn with an initial pitch input, the vertical component of thrust reduces the lift demanded of the wings, which in turn allowed the fly-by-wire system to fly the aircraft at a lower speed and thus reduce the radius of turn. Not an everyday occurrence, but one which demonstrated a high degree of manoeuvrability not normally seen on 100 seat aircraft.

Up and Running A comprehensive range of training in support of the Sukhoi Superjet has been designed and put in place, and is now running as deliveries are gradually increasing. The unique melding of experience drawn from two very different aeronautical backgrounds has required a considered approach to designing content and style of delivery, but with some 250 pilots trained since February 2011 and nearly 100 cabin crew, together with over 800 maintenance personnel, the system is demonstrably up and running, and ready for the continuing build up in fleet numbers. cat

15-01-13 11:56 CA T M AGA Z IN E 6 . 2 0 1 3 09

Training Technology

Converging Paths

Military virtual maintenance training systems provide high fidelity, quality training across learning curricula. S&T companies are devising strategies to tailor their simulators and other devices to further support maintainers in the civil aviation sector, Group Editor Marty Kauchak reports.

ecent advancements in learning technologies used by military aviation learning audiences in their services’ classrooms have caught the attention of the Halldale Media editorial team. Prospective manned and unmanned aircraft maintainers across the US and other nations’ militaries increasingly rely on the latest innovations in simulators, and other training devices and systems, to learn and enhance their complex skill sets. As simulation and training industry members deliver ever more capable systems for military aviation learners, they are also eyeing the further expansion of their products into the adjacent civil aviation sector.

Community Survey Learning technology is a foundation for training military maintainers around the globe and across many air platform programs. One insight of a fielded product can be gleaned from Boeing’s Virtual Maintenance Training (VMT) System. The system, in service with the US Navy, and in Australia, Japan and other nations for F-18E/F, EA-18G, CH-47, and AH-64 Apache weapons platforms, consists of Interactive Display Systems (IDS), Instructor Control (IC) and Interactive Courseware (ICW). Yoshi Tanaka, a senior manager at Boeing Virtual Maintenance Training, further pointed out some of his system’s capabilities which help deliver and enhance learning. At the top of the Mesa, Arizona community expert’s list were 3D interactive graphics, aircraft system simulations, and aural cues to allow for instructor-led and self-paced scenarios for students to learn theory and practical training in either a lab or classroom environment. 10

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“In addition, detailed tasks and procedures referenced from OEM [Original Equipment Manufacturer] technical manuals can be conducted to give the student(s) a realistic aircraft experience without having the real aircraft. Scalability and networking of these systems allow the student to learn individually or in a ‘real life’ team environment,” he added. Denice Guimond, senior manager for Maintenance Training Business Development at CAE, provided a broader perspective on the state-of-the-art in this technology space when she highlighted the devices comprising a Royal Canadian Air Force’s (RCAF) military training system, and their capabilities. CAE recently designed and delivered 10 classrooms of C-130J CAE Simfinity Virtual Maintenance Trainers (VMTs), in total, more than 100 workstations, for the service. “These VMTs are fully interactive with the aircraft courseware and compatible with the Royal Canadian Air Force’s Integrated Learning Environment. Moreover, some of these VMTs are coupled with hardware-based part-task trainers (PTTs), which allow trainees to

DiSTI developed a Boeing 737 Virtual Maintenance Demonstrator for exhibiting at WATS, showing how the virtual environments, originally developed for the military, transition into civil applications. Image credit: DiSTI.

familiarize themselves with various aircraft systems and diagnostics, and then perform hands-on diagnostics and testing on the PTTs,” the industry veteran said, and emphasized, “With this blended approach to virtual and hands-on maintenance training, hundreds of maintenance tasks can be trained on the comprehensive C-130J maintenance training system.” DiSTI continues to build upon its heritage of delivering the first, fully interactive 3D virtual maintenance trainer (simulated aircraft maintenance trainer) to the US Navy in 2005. The Orlandobased company’s virtual maintenance training environments are used by the US Army, Navy and Air Force, and by militaries in Finland, Canada, Australia and elsewhere. DiSTI’s maintenance training devices range from component level trainers (for engines, gearboxes, transmissions, and other parts) up to platform level trainers for the integrated systemof-systems experience (for the F-35, F/A18E, CH-47F and other platforms). Below the simulator level, NGRAIN’s software and development tools portfolio is expanding among military-industry

team members. The company’s Production Suite has been used to create over 150 virtual task trainers (VTTs), interactive electronic training manuals and other training solutions for aerospace and defense clients, including the US Air Force, RCAF, UK Ministry of Defence, Lockheed Martin, CAE, BAE Systems and many others. Nadia Ballard, NGRAIN’s product marketing manager, also pointed out her company’s Constructor, a 3D software development kit (SDK), allows developers to create their own interactive 3D apps and software. “In the military, Constructor is used to develop 3D software-based technologies for support of the

NGRAINs Production Suite has been used to create over 150 Virtual Task Trainers, interactive electronic training manuals and other training solutions for aerospace and defense clients around the globe. Image credit: NGRAIN

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Training Technology design, assembly and maintenance functions. The Constructor SDK was used to develop the industry’s first Virtual Damage Assessment and Repair Tracking system to be used by aircraft maintainers to record damage and repair information for the F-35 and F22 aircraft,” she added.

Tailoring Technology to Civil Sector Applications With the proliferation of Sharable Content Object Reference Model-conformant courseware and other strategies to bolster instruction throughout the public and private learning sectors, it is ever more resource effective, in terms of cost and time, to tailor and customize S&T products for use in adjacent sectors. Scott Ariotti, DiSTI’s director of Sales & Marketing, and NGRAIN’s Ballard emphasized the feasibility of using the core learning technologies built for the military aviation student in civil aviation classrooms. Ariotti said learning technology in the military community “is ideal for the civil aviation maintenance sector,” and added, “It has already proven itself useful in other commercial market segments including maintenance on underwater submersibles, power generation equipment, and commercial automobiles. None of the technology is specific to the military sector. In fact, most of the graphics techniques used to develop this technology stem from the video game industry.” Ballard observed there is no significant activity required to tailor a solution to the civil aviation market. She continued, “Our products are tools intended for the development of interactive 3D content for training and other performance support applications across a wide range of industries, and we incorporate support for sharable content objects using SCORM, supported by a wide variety of learning management systems that are used in both commercial and defense applications.” Ariotti also dismissed some perceived obstacles to the civil sector using his company’s products developed for military learners, in particular, the accessibility of these materials. The Orlandobased subject matter expert said “Most new computers come standard equipped 12

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with built-in, 3D graphics processors capable of drawing the virtual environments and an interactive update rate. However, computers purchased just a few years ago may not have the right 3D graphics hardware unless the buyer specifically added it.” This makes it tricky to justify adding virtualized content to the classroom if the computers are not up to the challenge of running the applications. The community veteran further noted these problems will self-correct very shortly as schoolhouses refresh their technology – not only with new desktops or laptops but with tablets as well. “For instance, DiSTI’s Virtual Engine Shop is the first app of its kind on App Store. Currently built for the iPad, users perform complete teardown and build ups of engines on a device they can take with them. At the end of the day, training should be something you do, not a place to go,” he said. It should come as no surprise then, that Boeing’s Tanaka said his company “is aligning our Virtual Maintenance Trainer technology and solutions for application to both the commercial aircraft and military sectors.” For its part, CAE has a comprehensive suite of maintenance training products and services readily available to defense and government organizations, and civil aviation maintenance schoolhouses. “We leverage our portfolio of simulation-based maintenance training solutions across the military and civil sectors, and customize the solution based on the needs of the customer and the training tasks that need to be accomplished. We also use common instructor support tools (Virtual Instructor Toolkit, Instructor Operator Station, Training Centre Operations Manual) across most of our training solutions, civil or military,” Guimond pointed out. CAE has a broader vision for promoting technology to enable learning for maintainers in the military and civil sectors. Of particular interest CAE promotes, through direct participation in regulatory committees and working groups, a convergence of standards (between military and civil) for technicians’ qualifications. “CAE believes that regulatory authorities should recognize virtual maintenance training devices as

For the Airbus Military A400M, the Cockpit Maintenance Operation Simulator (CMOS) that CAE produced will be used to train the most difficult maintenance tasks on this aircraft type, according to Denice Guimond, senior manager for Maintenance Training Business Development at CAE. Image credit: CAE

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Manuals & Training Materials

an effective means of demonstrating hands-on proficiencies,” Guimond said.

What’s New or on the Horizon? As this article was submitted for publication DiSTI expanded its international military portfolio with a contract award by an unspecified international to build a virtual maintenance trainer for the F-16C Block 52 aircraft. NGRAIN recently announced the release of its Augmented Reality and Mobile modules – complete with downloadable apps available on iTunes AppStore — to extend the virtual training and support efforts onto the field. Ballard explained her company’s Augmented Reality lets you see your interactive 3D models as mobile augmented reality experiences. “Designed with the enterprise-level clients in mind, NGRAIN’s Augmented Reality offers an effective way to provide on-the-job support, so staff can perform maintenance, repair, inspection, training and other tasks and procedures quickly and accurately,” she added. NGRAIN’s Mobile Player app enables “the easy integration of 3D interactive training into mobile environments,” according to Ballard. She continued, “With the increased use of tablets in the cockpit and in the field, NGRAIN’s products allow users at the point of interest to gather previously inaccessible information about the system around them, improving decision-

making, accuracy, records-keeping, safety and efficiency.” CAE is also expanding the edge of the technology envelope with its latest system deliveries. Guimond, recalled that for the RCAF’s C-130J maintenance training program, a thorough analysis of the training tasks required helped determine the appropriate mix of virtual training, and hands-on maintenance training. “The RCAF had a specific requirement that the design of the training solution needed to accomplish 100 percent of the training tasks through virtual and hands-on maintenance trainers, meaning there would be no training tasks accomplished on the actual aircraft,” she emphasized. For the Airbus Military A400M, the Cockpit Maintenance Operation Simulator (CMOS) that CAE produced will be used to train “the most difficult maintenance tasks on this aircraft type,” according to Guimond. Guimond also revealed some of the instructional strategies underpinning her products. In one instance CAE’s RCAF customer wanted a training package for a specialized maintenance task, but they wanted minimal instructor involvement. “As a solution, CAE designed a selfpaced, game-based, interactive learning module for repair of airframe composite structures that incorporates virtual equipment, process animations, and a scoring scheme,” Guimond added. Another recent CAE project involved the design of a generic avionics virtual maintenance trainer for initial technician training. Guimond reported that considering the desired training outcomes, and the assessment of the student population by her Human Factor Engineering group colleagues, CAE produced a flexible, validated VMT that addressed the four most demanding avionics systems in the curriculum, inclusive of procedures and virtual test equipment and tools. “The use of actual aircraft portable maintenance aids for training, the sharing of learning content with electronic publications, and continuous enhancements to our Virtual Instructor Toolkit are some of our on-going development efforts to produce next-generation maintenance training solutions,” the industry subject matter expert concluded. cat

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Manuals & Training Materials CA T M AGA Z INE 6 . 2 0 1 3

Motion Technology

Next-Gen Motion Technology Improving Performance

With the introduction of second-generation electric motion systems for full flight simulators and the further refining and improvement of FFS performance, training devices are becoming more capable of replicating actual aircraft performance. Chuck Weirauch writes.

new means of evaluating motion performance could be the means to improve the fidelity of simulators to match that of the aircraft dynamics even more. According to Nidal Sammur, FlightSafety International's director of Engineering for Simulation, the company has been working extensively on its second generation of electric motion systems to make them easier to set up and operate. The redesign of some components includes improved diagnostics for maintenance and setup with fewer steps, along with an advanced communication infrastructure, all of which makes the second generation system more robust than the first one. According to Mitesh Patel, L-3 UK's head of Product Line Management, one of the full flight simulator manufacturer's main areas of focus is on improving the diagnostics in the motion system. One of the reasons is because the company has seen a reduction in the experience and skills level of the technicians that maintain those simulators. "In the past, we have had more experienced engineers working at our customers' facilities," said Patel. "What we have seen going forward is that technicians' skills are not as highly developed as they used to be in the past. These newer technicians rely more on diagnostics to tell what is going on, so we spent a lot of time developing a more robust diagnostics tool so those with limited experience can get our flight simulators back in operation if there is something wrong." According to Jim Takats, president of Opinicus, there are some ongoing advances in the motion hardware which relate 14

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largely to improvement to the motion legs with respect to maintenance, reliability, quality control and other factors. As electric motion system hardware has been fielded for about seven years now, feedback from the users' maintenance departments are being listened to by industry, and improvements are being incorporated into the motion system hardware. "From a performance standpoint, Opinicus has developed motion cabinets to drive both legacy hydraulic motion systems, as well as new electric motion systems," Takats said. "This system is called REALCue. Opinicus is focusing our efforts on enhancements to the REALCue motion drive algorithms called oEMDS, which execute at 2000Hz. Our latest generation of oEMDS provides for optimization of the available workspace, using specially designed predictive software which provide for a continuous, real-time optimization of the motion system positioning in order to maximize the available workspace for upcoming maneuvers. This is particularly important

Above Opinicus ODYSSEY 10 Simulator with REALCue electric motion. Image credit: Opinicus Corp. Opposite One of L-3 Link UK's main areas of focus is on improving the diagnostics in the motion system. Image credit: L-3 Link UK.

during training scenarios, such as those for adverse weather conditions such as windshear, microburst, approach to stall, stall and stall recovery training." Motion platform provider Moog provided one example of how motion technology has improved by beginning the rollout of its next-generation motion platform system this year, according to Charles Bartel, the company's Product Application Manager for Simulation. The new system features a redesigned cabinet that significantly reduces the number of fuses and replaces them with circuit breakers that are monitored through a control panel. "Now that electric motion technology has been widely accepted, we are making minor advances to improve performance," Bartel pointed out. "For example, in our next-generation system we are putting in technology that eliminates all of the secondary maintenance messages. This will reduce service time significantly, because now maintenance personnel won't have to troubleshoot the whole system for faults. We are doing everything we can to improve maintainability, reduce the burden on maintenance personnel and reduce downtime." According to Ton Stam, International Account Manager for Netherlands-based E2M Technologies, his company is now seeing the introduction of the second generation of electric motion systems, featuring better reliability, motion quality, diagnostics and cueing. These improvements have been achieved by integrating newer and more COTS components into the motion systems, but also by continuing development which resulted in several innovations not found in earlier systems. Noticeably, these advances are new cueing algorithms for optimal workspace use and new joint designs to provide lighter, stiffer and lower simulators. For its part, E2M has made extensive R&D efforts to maximize the smoothness of the electric motion system, Stam said. Together with advanced motion cueing software with the company's patented Direct Workspace Management wash-out algorithm, this leads to more fidelity in terms of motion quality and available workspace. In addition, the company's integrated upper frame solutions allow the construction of the lighter, more rigid simulators with a lowered center-of-gravity (CoG) height and eye reference point. These improvements result in improved performance of the motion system and a larger available workspace.

Establishing Standards So that flight training organizations can take advantage of the latest in motion technology, the training equipment providers interviewed by CAT are working to lower the costs of integrating such technology into training programs. For example, according to Takats, Opinicus is working with motion hardware vendors to lower the cost of electric motion system hardware. One item that is being explored is simplifying the actuator design and maintenance. The initial cost of motion is important, but the overall life-cycle-cost is what needs to be considered, he emphasized.

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Motion Technology The key thing in the commercial aviation world is to keep operating costs low, and L-3 UK is achieving that with lower power consumption required by its hybrid hydraulic/electric motion systems than with full electric systems. Patel said that the company is cutting costs by reducing the footprint of the equipment itself. Slimming down real estate requirements means that training centers don't need as much space for motion systems. According to Bartel, Moog is working on a global software initiative which would have one graphical user interface (GUI) for all motion-based systems to have the same control infrastructure in order to reduce maintenance costs. Takats is working with the Royal Aeronautical Society (RAeS), the International Civil Aviation Organization (ICAO) and the International Working Group (IWG). As Chairman of the IWG Motion Task Team, he is leading the effort to develop a set of Objective Motion Cueing Tests (OMCT) in order to help develop an objective means to determine between "good and bad motion cueing," as he described it.

New Motion Cueing Test The simulation industry has long based the fine tuning of its motion systems on the subjective analysis of simulator motion performance by pilots. There are currently no standards for motion cueing, and up until now there has been no way to objectively test and measure the motion drive algorithm that drives the simulator's motion platform. That has now changed with the development of the OMCT. The OMCT checks the relative gain and phase errors between the aircraft data and the simulator performance at specific frequencies. It looks at the motion drive algorithm, the motion hardware and implementation time delays, all in one. The combination of these elements should not be significantly out of phase with the airplane. "We only regulate what we can measure, and all the rest is done subjectively," said Sunjoo Advani, president of International Development of Technology B.V. and the developer of the OMCT, along with Ruud Hosman, managing director of AMS Consult. "So there has been no yardstick by which to measure the cueing, and we could only measure the performance of the robotic platform. But that is not testing the cueing algorithms, which themselves introduce the biggest amount of phase, equating to significant time delays." "When we test the drive algorithms, they may be different for every simulator," Advani continued. "This is because those performance values are currently defined through a subjective evaluation tool, which is the pilot evaluating the simulator performance. So there is a potential for significant differences in performance and perception, even between the same aircraft-type simulators produced by the same company. We don't tune the airplane to the pilot's liking, but we have been getting away with doing this in our simulators. Inconsistency is one of the reasons behind the motion/no motion debate." To verify that assumption, the IWG Motion Task Team employed the OMCT to compare the overall performance of eight qualified simulators. What they found was a significant difference in performance between those devices. The differ16

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ences stem from the fact that pilots were subjectively assessing simulator performance, and sometimes under different simulated conditions, Advani said. "We have been tuning our systems based on what a pilot thinks subjectively, but many of these motion cues are very subtle," Advani reiterated. "The OMCT is a big step towards reducing the subjectivity of evaluation and helps us better tune our systems. We want to minimize the false cues, which is the top priority in motion cueing. We want to get the most out of the simulator system, and the way we do that is to try to get a good performance in the frequency range that matters to the pilot. We want to emphasize the good cues that help the pilot close the control loop and minimize the false cues that are not present in the aircraft and get rid of the false cues." "At Opinicus, we believe if you are going to put motion on a simulator, then it needs to be good motion and it needs to enhance the pilot training," Takats said. "We believe motion is a very important cue for pilot training, particularly for

Heavy payload flight simulator systems with Moog motion bases. Image credit: Moog

high-gain tasks. However, we believe that no motion is better than 'bad' motion, so the industry needs to be very careful in order to make sure that motion systems that are being used are 'good'. And that is the purpose of the OMCT." The simulation industry as a whole has now embraced the concept and practice of employing the OMCT to be used as a tool to improve simulator motion cueing performance. According to Advani, the industry agrees that it should serve as a new global standard. Patel said that L-3 UK has been taking a very active role in the IWC Motion Task Team to make sure that whatever motion cueing test is developed is understood by everyone in the industry and that the industry backs it as a whole, and that it adds value. Since the OMCT has been shown to be a valid means of defining future motion system requirements, the formal acceptance of the OMCT process will be made official when it is published as Amendment 4 of ICAO Document 9625, the Manual of Criteria for the Qualifica-

tion of Flight Simulators, scheduled for publication in 2014. "Now we have a rigorous test that takes out much of the subjectivity," Advani pointed out. "Even though subjective tuning will continue to complement the OMCT, until a fully objective 'mathematical pilot' is someday accepted by industry, the yardstick is now in place to measure simulator motion performance. By providing the industry with an objective 'target', it is going to drive the industry to improve the quality of motion cueing, and we are starting to see this already, as some companies are already using it and seeing improvement in their devices." FSI has also embraced the OMCT algorithm technology developed by the ICAO IWG. It is a good way to quantify motion cueing as bad or good motion, Sammur reported. With the OMCT, FSI can also look at the simulator with an overall system level approach to increase its performance. So far, improvements in the tuning of the motion cueing system based on objective test results rather

than subjective pilot reports have been "really amazing," he said. "Until now, the tuning of the motion cueing system has been done through subjective feedback from pilots," Sammur explained. "Now we have this OMCT technology. With this new technology, we can focus on comparing the motion base and what the pilot feels to the dynamics of the airplane to the simulator." When John Van Maren, FSI's Vice President for Simulation, who is also a pilot, first experienced the motion system improvements based on the OMCT test data compared to the traditional subjective method, he was also quite impressed with the difference in simulator performance. "My initial comment was 'wow', followed by how did we live with what the industry has done for so long," Van Maren said. "It's just a night and day difference in the cueing and the realism. You can close your eyes and actually visualize what is happening just from the motion cueing. It was really impressive." cat

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C A T M A G A Z INE 6 . 2 0 1 3

Language Training

The Spoken Word

Robert W. Moorman explores what is being done to teach English to test pilots and air traffic controllers according to ICAO’s language standards.

hey still talk about the horrific mid-air collision near New Delhi, India. November 12, 1996: A Saudi Arabian Airlines Boeing 747-100B enroute to Dhahran, Saudi Arabia and a Kazakhstan Airlines Ilyushin IL-76, arriving at New Delhi, collided over the village of Charki Dadri, west of the city. All 349 passengers and crew on board both flights were killed, making it the deadliest mid-air collision in which there were no survivors. The Indian government’s Lahoti Commission investigating the crash ruled that the ultimate cause of the collision was the failure of Kazakhstan Airlines Flight 1907 to follow ATC instructions. Moreover, the report stated the breach in operating procedure was due to the lack of English language skills by the Kazakhstani pilots. Following the report, the Commission urged the International Civil Aviation Organization (ICAO) to develop language proficiency standards and recommendations. In 2000, ICAO formed the Proficiency Requirements in Common English Study Group. PRICESG included pilots, controllers, safety and linguistic

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experts familiar with the aviation world. ICAO adopted the Study Group’s recommended standards for voice communications between pilots and air traffic controllers in March 2003; the standards became applicable in March 2008. Since then, the Federal Aviation Administration (FAA), Transport Canada, the Civil Aviation Authority for the United Kingdom and other regulatory agencies worldwide have adopted ICAO standards as regulations. The standards, in Annexes 1, 6, 10 and 11 to the Chicago Convention, can be viewed in the Manual on the Implementation of ICAO Language Proficiency Requirements, Document 9835, in which Chapter 7 covers Language Proficiency Training. Pilots and air traffic controllers have to demonstrate ICAO Operational Level 4 language proficiency to earn a professional operating license or rating. ICAO advises that Level 4 candidates be re-tested every three years. The FAA’s regulation mandates that all licensed pilots must be able to read, write and speak English. US license holders must be Level 4 qualified. The agency

said it has no plans to enhance English language proficiency requirements. As of January 3, 2013, 167 Member States had provided ICAO information on their implementation status. 81 States indicated compliance with the requirements, while 23 States did not provide implementation plans or statements of compliance. Based on data available to the ICAO integrated Safety Trend Analysis and Reporting System’s (iSTARS) secure portal, “the rate of effective implementation for the protocol questions related to the language provisions is at 67.75%,” ICAO stated. The rate of effective implementation might seem poor by some metrics. Articles and editorials have been critical of ICAO and Member States for dragging their feet on implementation. But ICAO and its defenders remind us that these standards for radiotelephony communications between pilots and controllers are to be implemented worldwide. “The mere fact that we have language proficiency requirements and standards is an incredible achievement considering that there are 191 Member

States in ICAO, many where English is neither a first nor a second language,” said Nicole Barrette-Sabourin, Technical Specialist (Training and Licensing) within the Air Navigation Bureau, ICAO. ICAO does not mandate English only in its language proficiency standards. The ICAO language provisions in Annex 10 Volume II states, in part, that if the pilot and the controller do not share a common language, then the default language is English. However, pilots can request that the radiotelephony communication be conducted in English.

Controversy This English default provision has generated controversy within the industry, in part, because English was deemed the language of aviation many years ago. Pilots and safety experts stress that having one standard removes confusion and is safer. Others favor ICAO’s approach as reasonable and workable, logistically and politically. Most Member States would have rejected an Englishonly standard outright, according to one person who helped develop the PRICESG recommendations for ICAO. “We wouldn’t have any standards today if ICAO pushed an English-only provision,” said one observer. Nevertheless, safety experts said there are several problems with the present regulations that mirror the ICAO language standards. “When you have multiple languages in use, the situational awareness of the crews is degraded,” said Capt. John Cox, President and CEO of Safety Operating Systems and former airline pilot. “The ICAO requirements are a good place to start, but it is not an all-inclusive remedy.” Cox added: “That said, I am aware of numerous incidents Pilots and air traffic controllers have to where you needed a better comprehension than ICAO Level 4 demonstrate ICAO guarantees. It becomes problematic when the controllers or Operational Level 4 pilots are not using ICAO specific terminology.” language proficiency “It is essential that pilots are at all times fully aware of the to earn a professional situation in the ATC environment, and this is impossible if comoperating license. Image credit: munications are being conducted between other aircraft and the Dubai Airport. ground station in an incomprehensible language,” said retired United Airlines Captain Rick Valdes, who is the former representative of the International Federation of Airline Pilots’ AssoCATC inzerat 178x63_arise.pdf 21.11.2013 to 18:28:53 ciations 1(IFALPA) the ICAO PRICESG. IFALPA released the following position regarding language

proficiency: “It is IFALPA’s opinion that there should be a single language used for all international commercial air transport operations. This language should be English.” Having one language standard for pilots and air traffic controllers is only part of the issue. “The context issues are not being addressed to the level they should be,” said Cox. “Look at the Avianca accident. That is the poster child for not understanding the context of the words communicated between the pilots and controllers,” he said. Avianca Flight 52, a Boeing 707-321B, crashed Thursday, Jan 25, 1990 into the small town of Cove Neck, Long Island, NY after running out of fuel, according to the National Transportation Safety Board Accident Report (NTSB). 65 of the 149 passengers on board and eight out of the nine crewmembers died. Pilot error was determined as the cause of the accident because the crew failed to declare a fuel emergency. Contributing to the crash was the lack of standardized terminology for pilots and controllers for minimum and emergency fuel loads. The Spanishspeaking flight crew asked for a priority landing, which they believed indicated an emergency. The English-speaking controllers did not interpret that request as an emergency. Sometimes accident reports don’t tell the whole story. December 20, 1995: American Airlines Flight 965, a Boeing 757-223, on a flight from Miami to Alfonso Bonilla Aragon International Airport in Cali, Colombia, crashed into the mountains during a descent, killing 159 of the 163 passengers on board the flight.

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Language Training The Aeronautica Civil of the Republic of Colombia Santafe de Bogotá blamed the AA flight crew for its failure to adequately plan and execute the approach into Runway 19 and for its lack of situational awareness. Colombian investigators said the Cali approach controller “followed applicable ICAO and Colombian air traffic rules and did not contribute to the cause of the accident.” However, an independent investigation later found that the Colombian controller’s lack of English was a factor in the crash.

Enhanced Training Should language training for professional commercial pilots, cabin crew and air traffic controllers be enhanced? “The answer is, of course, yes, but it has to be integrated training and an essential part of recurrent training by commercial airlines,” said Terence Gerighty, vice president of the International Civil Aviation English Association. “The logistics of this often force pilots onto their own resources, to online courses and the like...” ICAO appreciates the comments from concerned parties regarding its global standards. “But it’s important to recall that we are responsible for assessing these suggestions from a much wider standpoint than may be considered in the local or even regional air traffic environments from which they arise,” stressed Barrett-Sabourin. “We continue to review all the data and information available concerning our aviation language standards, but in the end, they must remain appropriate and practical with respect to the needs, objectives and capabilities of all ICAO Member States.”

Courses Some schools are enhancing their English language curriculums to better prepare professional pilots and air traffic controllers entering the workforce. Latitude Aviation English Services Ltd. a Plymouth, Devon, UK-based school is moving in a new business direction, teaching Aviation English for ab-initio pilots and air traffic controllers. First Aviation English is a 150-hour blended learning offering specifically geared 20

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towards language proficiency for professional training, as opposed to ICAO proficiency training for personnel licensing. The course has an instructor led and an e-learning component. Pilots will also be offered 15 hours of competency-based radiotelephony communications training. A 1-hour, 45-minute computer based test is given before the course to determine language proficiency for English medium professional training. “We developed these products primarily because the flight training industry and air traffic control industries have expressed a need for preparatory language training to get students ready to get into the classroom,” said Latitude managing director Henry Emery. Asked how this training differs from ICAO requirements, Emery said: “The ICAO requirements in their current form don’t address the language proficiencies required of ab-initio pilots and controllers in their initial training phase.” Henry said the ideal student for First Aviation English would be someone with a good secondary level education in math and physics, whose only challenge is that he/she can’t speak English. Latitude expects to launch the testing portion of the program in early 2014, with the sample curriculum available shortly thereafter. Pan Am International Flight Academy offers English testing and training programs for novices beginning their aviation careers or to veterans needing to hone their communications skills, or to qualify for ICAO Level 4 proficiency. Pan Am offers basic English from beginner to intermediate, as well as aviation English from ICAO Level 2-5. Aviation English is aligned to ICAO 9835 guidelines and students are given an ICAO certification exam and official certificate when they obtain Level 4 proficiency. Pan Am offers English instruction to both individuals and groups. SLC (Specialist Language Courses) offers English for Aviation training programs in the UK, US and Malta. SLC also offers cross-cultural communications courses, which are particularly helpful to pilots, air traffic controllers and others in the aviation industry.

RMIT English Worldwide, the independent language center for RMIT University in Australia, provides pilots and air traffic controllers plain English programs that, it says, moves beyond ICAO Level 4 standards. RMIT offers a suite of Aviation English testing and training programs. Embry-Riddle Aeronautical University provides an Aviation English class to students enrolled in the Embry-Riddle Language Institute, which has the dual mission of preparing students for academic classes in the University and for their flight classes at Embry-Riddle. ERAU has always required their ESL instructors to have at least a master's degree in TESL or Applied Linguistics, in accordance with ICAO guidance. The aviation English classes have always used a content-based approach to teaching aviation English. At times, ERAU provides Aviation English programs to the industry on an as-needed basis. Often, students are sufficiently trained in English as part of their regular secondary education by the time they enter flight school. Lufthansa Flight Training (LFT) does not provide extra English training for cockpit crews. “Cockpit trainees are selected very carefully and this holds also true for their language skills,” said LFT spokesperson Petra Morfeld. LFT does offer voluntary, companypaid English seminars for cabin crew. As English is a prerequisite for flight attendants, the seminar concentrates on language relevant for their work onboard the aircraft.

Best Practice One concern of ICAO and linguists is that the training and testing industry is unregulated. No best practices group exists presently to regulate the industry. To help, ICAO’s English Language Test Service launched a voluntary program in October 2012 to evaluate the test provider’s exam to see if it meets the best practices outlined in the ICAO Manual on the Implementation of ICAO Language Proficiency Requirements (Doc. 9835). ICAO charges a fee for the evaluation. In addition, ICAO, in conjunction with the International Civil Aviation

English Association (ICAEA), is offering around 52 rated special language samples as a training aid. The samples can be obtained on the ICAO website. The training aid, in effect, replaces the CD of rated samples issued in 2006. While the standards have been set, ICAO is first to admit that more work needs to be done. “One of the challenges Member States face is the lack of language training and testing expertise,” said Barrett-Sabourin. “We need to build that up more. We’ve started, but still have a long way to go.” Some linguists are concerned that the language and testing industry do not consider the complexities involved in providing English language courses and testing. “Language learning is a long term effort,” said Elizabeth Mathews, a veteran linguistics consultant to ICAO and other organizations. “The industry still wishes for an easy one-size fits all solution,” she said. Mathews is the former director of Embry-Riddle Language Institute. ICAO calls for plain language profi-

ciency and that instruction needs to be content based, communicative, interactive and on target. “People [training and testing organizations] slap the term content based on their approach to learning without really understanding what it means,” she added. It is a subject on which Mathews feels strongly. “The biggest barrier to the global [aviation] industry achieving full compliance with ICAO’s language proficiency requirements is that there is not enough non-commercial activity.” Meaning, “when you have purely commercial activity in an unregulated environment, it presents a threat to the quality and safety” of English training, said Mathews. Mathews cites Brazil as one ICAO Member State that is leading in the development of workable programs for teaching aviation English. In remarks to an aviation English conference in Brasilia in November 2012, Carlos Eduardo Magalhães da Silveira Pellegrino, the director of Brazil’s National Civil Aviation

Agency (ANAC) said the country is committed to adhering to ICAO recommendations for “Best Practices” in aviation English training and testing. The country would put people with a Masters or PhD in TESL/Applied Linguistics in charge of implementing the testing and training programs. Brazil is in compliance with ICAO’s language standards and recommendations. It will be years before all Member States comply with ICAO’s language standards. And it appears unlikely that an English-only standard will ever be adopted worldwide. Yet, these States and those countries not associated with the technical body face another daunting, language related challenge: what will be the standards for language exchanged in data link operations? A phraseology system for the exchange of data has been developed. But there is also the issue of free text to consider. “The standards we have now strictly address listening and understanding. We haven’t yet addressed writing and reading,” said Barrett-Sabourin. cat

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Interview

CAT interview: CAE’s Nick Leontidis In his first interview since becoming CAE Group President, Civil Simulation Products, Training and Services, Nick Leontidis speaks with Rick Adams.

n June, longtime CAE business development leader Nick Leontidis took over the reins of CAE’s civil aviation simulation and training businesses, succeeding Jeff Roberts, who spearheaded the unit for more than a decade. Although he has been largely invisible on the public stage, Leontidis has been a strategic player in CAE’s transformation from a simulator manufacturer into a holistic training services company. Several years ago, he was in the middle of CAE’s acquisition of Sabena Flight Academy (Belgium and the US) and Nationale Luchtvaartschool (NLS) ab initio campuses in The Netherlands and Portugal, the germination of the CAE Global Academy network (now CAE Oxford Aviation Academy). On the commercial scene, Leontidis helped engineer joint ventures with China Southern Airlines, Iberia, AirAsia, and others, a partnership foundation for what is now the world’s largest independent training network for commercial airline pilots – which will be 162 full-flight simulators strong by March 2014. Leontidis was also the point man in developing CAE’s new healthcare and mining industry businesses over the past five years. An engineering graduate of Concordia University, he spent a year at Bombardier Aerospace following his master’s degree programme, and has been at CAE for the past quarter-century. Leontidis reports directly to CAE President and Chief Executive Officer, Marc Parent.

Market Challenges? Montreal, Canada-based CAE has dominated the civil aviation full-flight simulator (FFS) market for a number of years, annu22

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ally winning market share of two-thirds to three-quarters of the 40-50 openly competed FFSs. They have also built the world’s largest network of commercial flight training centres, the largest cadet flight school group, and the second largest business aviation and civil helicopter simulator fleet. In the past two years, however, the competitive landscape has changed significantly. Three major new players have entered or re-engaged with the commercial FFS market: Lockheed Martin acquired Sim Industries, L-3 absorbed the airline-oriented simulator operations of Thales, and Rockwell Collins – after a bit of dormancy following its assemblage five years ago of NLX, Evans & Sutherland, and SEOS – has announced aggressive plans for the training sector. The newly heated competition has, no doubt, shifted the advantage to airline buyers and driven simulator prices down, especially in the Asia-Pacific region where more than half of FFSs are now sold and where CAE not long ago enjoyed a 10-for-10 sales year (led by Leontidis in his China sales leader role). “There's no doubt that they're being aggressive out there,” acknowledged Marc

Above CAE 3000 Series helicopter simulator for the Sikorsky S-76. Opposite CAE's new civil aviation leader, Nick Leontidis. All images: CAE.

Parent, CAE President and CEO, at the company’s quarterly financial call with analysts in November. “Competition is certainly a factor. It's predetermined.” Parent vowed, “We're going to protect our market share. We've been a leader in this market for a long time. That affords us some level of closeness with our customers … and so I believe this is not going to be, in the end, a price shootout down to the last cent everywhere. And that's not the kind of game we play.” Over the past 18 months, CAE has also been integrating its acquisition of the Oxford Aviation Academy, which had been its largest competitor in the commercial and ab initio training domains. “I think we had a good handle on what we were doing on the integration of Oxford. I think what we … certainly underestimated is the amount of disruption that this causes. We moved a lot of things at the same time – tasking the same people in doing the same things and asking to do them in such a way that it's just hard to do at the same time. At the same time, we started moving other things because of the market softness, particularly in

fiscal year,” Parent stated. The most FFSs CAE (or anyone in the industry) has sold in a single year is 38.

‘The recipe is simple’

Europe and South America. So we kind of amplified the problem. “But I'm really confident. We have a pretty good handle on what happened, where we are, and what needs to be done.” Through mid-November, just 7.5 months into its fiscal year, CAE announced it had sold 33 FFSs year-todate, with a record civil backlog just shy of Cdn $2 billion. “We are well on our way to reach our goal of a record 40 sales this

CAT: CAE has evolved into a comprehensive training company, but the industry still tends to focus on the flagship technology, full-flight simulator sales. How does CAE plan to maintain its lofty FFS market share against an increasing number of deep-pockets competitors? Leontidis: The biggest driver for simulators, of course, is new aircraft deliveries. Aircraft deliveries are up, so the overall simulator number is bigger. Simulator sales are a metric, but it’s not just about the simulator. We try to compete at a different level by offering solutions. Ab initio. Parc personnel leasing. Type-rating training organisations. Many airlines in the emerging markets are growing rapidly and have a lot of needs; we have a number of services that make us more attractive. It’s like buying a new car. You’ll favor the supplier you had as long as your experience with the product is to your satisfaction.

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We’ve always had a strong sales incumbency, and we’ll continue to invest in technology and customer service. The recipe is very simple; it’s not complicated. CAT: You are partnered with Chinese companies such as AVIC and COMAC on simulator development projects. Do you foresee the day when China will attempt to develop an indigenous flight simulator capability? Leontidis: Maybe. I don’t really have a view on that. It’s not something I pay a lot of attention to. If they do, we can’t stop them. Historically, we’ve been in that part of the world for 20, 25 years. We know the customer. We understand the need. We work hard to maintain those relationships. And we will continue to develop and invest in services. We don’t take short-term views. CAT: Prior to implementation of the US Federal Aviation Administration’s (FAA) new rule on Part 121 commercial First Officer licensing, increasing the minimum number of flight hours from 250 to 1500, CAE and others had lobbied strenuously but unsuccessfully to allow flight simulator hours for up to half of the total. Are you continuing efforts to get the rule modified? Leontidis: No, we’re just trying to develop products for what the rule is. We have taken a number of initiatives in our training business to address the rule, to accelerate the process for airlines, such as offering programs for pilots to reach the 1000-hour level allowed with an academic degree – either by ourselves or with universities. CAT: In recent months, you have announced new Multi-crew Pilot Licence (MPL) programmes with Japan Airlines and Singapore-based Tigerair. It had been more than a year since CAE’s five-year, 200-cadet MPL deal with AirAsia. Why the relatively slow uptake of MPL programs when there’s such a large shortage of pilots forecast? Leontidis: MPL is starting to gain some traction. Airlines in Southeast Asia and the Middle East are more progressively pushing it. In the US, it’s probably five years away. Airlines are not resisting. This is an important change, quite dramatic, and they want to see the evidence, rightfully so. In fact, a lot of airlines are keeping both options active [MPL and traditional Air Transport Pilot Licence - ATPL training]; they want to see the differences. It takes time, 12 to 18 months, to see how a pilot develops. Our AirAsia program has graduated two classes, and they are all flying as line pilots. All indications are good about the quality of their skills, professionalism, and crew rapport. The results are very strong out of this programme. The third AirAsia class, and the first to be trained entirely in Malaysia, is just starting transition to the Intermediate phase in Kuala Lumpur; the next three AirAsia classes are in the Core and Basic phases. CAT: Business aviation has not yet recovered to pre-recession levels, and the pace of simulator deployment in that segment has slowed considerably with only four bizjet simulators announced this year. How do you view that training market? Leontidis: There continues to be some softness in the business aviation market, but there’s a large installed fleet, and we continue to invest in footprint for our platforms, especially big cabins. The large cabin category is a pretty robust market. We

also focus, of course, on new airplanes, and there’s a lot of new product coming out. CAT: CAE and competitors have been aggressively installing new helicopter flight simulators in the past year, particularly in South America, Europe, and Asia. What are the key reasons for that activity? Leontidis: In terms of size, it’s still a relatively small market, but we’re seeing more investment in the adoption of six-degree-offreedom simulators to train helicopter pilots. We’re both selling simulators and putting up training capacity for them. The light helicopter category adoption has not matured enough, but definitely the bigger helicopters have more sustained momentum. There are a number of capabilities that are quite major in making the simulator useful for training: landing on oil rigs, low altitude flying, the use of night vision goggles. CAT: How has your life changed with the new role? Leontidis: It’s an exciting job in an exciting time. There are a lot of good market opportunities. I’ve spent a lot of my time getting immersed in the business, seeing the diversity, getting acquainted with the team and the customers across the businesses. CAT: What do you like to do when you’re not traveling and working? Leontidis: Get reacquainted with my kids. cat

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EATS 2013 – Enhancing Flight Crew Training Held in Berlin, Germany, the 2013 European Airline Training Symposium (EATS) saw delegates benefit from the perspectives of European and international training and simulation experts. Conference Chair and CAT Editor-in-Chief Chris Lehman filed this report.

he theme of EATS 2013 was “Enhancing Flight Crew Training,” and for the first time, a cabin crew training track was set alongside the pilot track. In the 12 years since its inception, EATS has grown to become the largest airline training event in Europe. Some 450 people from 59 airlines and 42 countries attended EATS 2013, along with 48 international exhibitors, including Host Sponsor Lufthansa Flight Training, and Gold Sponsor CAE. While the European focus was obvious, the airline industry is not defined by national borders, and this was reflected by the increased participation of Middle-Eastern, Asian and North American delegates. Speakers focused on the complete range of current training issues, and true to EATS tradition, many speakers addressed training “best practise” along with the challenges of obtaining optimum “human performance”, which after all, is the central element of any training. The role that training technology plays in extracting that human performance – from elearning to flight simulation – was woven throughout the conference.

Kickoff The conference theme was picked up by both keynotes, first from Flybe’s Head of Crew Training, Captain James Smart who discussed “Airline Training Challenges and Opportunities.” Smart’s presentation focused on the pilot and cabin training realties of a large European regional carrier in 2013, and the importance Gold Sponsor:

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of James Reason’s “safety space” as we deal with regulatory, operational and financial demands. Captain John Bent was next up with his summary of the issues faced by the world airline industry, particularly those related to the quality and relevance of training, in the midst of the forecast expansion. Such expansion, particularly in Asia, Latin America and the Middle East not only will strain current training capacity, but will require commonality in standards and performance from a very diverse candidate pool.

Pilot Track Speakers went on to drill into the technology themes including the issues associated with the introduction of a new aircraft, such as Lufthansa’s training program for its Bombardier CSeries. Technology is pervasive in all aspects of the industry but speakers asked whether we were relying too much on it, and just how do we maintain a high awareness

Above Keynote speaker Captain James Smart, Flybe’s Head of Crew Training. All images: Halldale Group.

on human factors. The subject of safety being both an ethical and financial decision was raised, with excellent Safety Management Systems always seen as good business practise. The conference moved into a regulatory update session on this 12th anniversary of EASA’s creation. EASA provided an FCL update, and Air France delivered a presentation on its current ATQP implementation. A reminder of the operational differences between national regulatory jurisdictions was provided through a comparison of instrument procedure design between TERPS and PAN-Ops. Some of the differences are nuanced yet have large implications for trans-oceanic pilots. Primary pilot training was addressed in detail, particularly the experience to date with the Multi-Crew Pilot License. Perspectives were offered from organisations training European, Asian and African students, and it was noted that there are now some 1,000 MPL graduates around the world and the results are most encouraging. It was suggested that ab-initio theoretical knowledge can be competency-based, and delivered effectively with today’s training technologies. For the first session of day 2, EASA returned to the podium to discuss “Operational Suitability Evaluations, Flight Crew Qualifications and Air Operations in the Context of Aircraft Certification,” while Airbus presented “Enabling Training Excellence with New Technology.” And with Upset Recovery Training being top of mind for the industry, CAE closed the session with an important presentation on “Simulator Enhancements for Upset Recovery Training.” The issue of automation and practical stall training was rigorously addressed – EASA returned again to discuss their Automation Policy, and Endeavor Air from the US provided a practical presentation on loss of control and the prevention of stalls. The training emphasis today should be on “unloading the wing” and reducing the angle of attack. Further, it was recognised that current simulator technology can support stall training if appropriate curriculum is utilised. An interesting view on training for economical operations and fuel savings/low carbon emissions was delivered by Novair, and Czech Airlines Training Academy outlined the challenges of training Russian pilots to fly modern western aircraft.

Cabin Track New for 2013 was a stellar opening edition of the EATS Cabin Crew training track. Moderated by Anna Mellberg of Novair, the track kicked off with an excellent joint presentation from Captain Bo Nielsen and F/O Bo Pathuel of SAS. The challenges of joint training were expertly presented, followed by an equally effective presentation on self-defence and restraint training, from Vladislav Bagranov of Air Astana. The following sessions delved into issues such as mobile and e-learning for cabin crew, and the growing use of tablets in operational and training use. The paperless revolution in the cockpit has moved to the cabin. Similar to the pilot track, EASA provided - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E

a regulatory update, and perspectives on CRM and training cultures were offered by Lufthansa and specialist consultancies. Emergency insights from airport rescue services proved to be a very powerful presentation as delivered by Swedavia Stockholm-Arlanda Airport and Novair. Performance-based crew medical training and language and culture in training was extensively addressed, including the importance of assertiveness.

Top New for 2013, a dedicated EATS Cabin Crew training track. Above 450 people from 59 airlines and 42 countries attended EATS 2013, along with 48 international exhibitors.

Training Technology Panel Pilot and cabin delegates returned for a special final joint session. An expert panel discussed Training Technologies and Techniques with an emphasis on the growing role of mobile and elearning. The consensus was that the “holy grail” of training could be individualized training for each candidate for the entire training footprint, as opposed to the “one-size fits all” fixed curriculums. All EATS 2013 conference presentations are available on the Halldale website at www.halldale.com/eats. Join us for EATS 2014, to be held again in Berlin, 28-29 October, 2014. cat

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The opening session of the two day conference. Image credit: Ian Strachan.

Conference ReporT

The Future "Pilot Shortage Tsunami" Ian Strachan reports from the RAeS conference ‘Improving Training Provision’.

t the Royal Aeronautical Society HQ in London, the Society and the International Air Transport Association held a conference in June on "Improving Training Provision". Over 120 delegates attended from 26 different countries. Jens Bjarnason, IATA Operations director, said that his organisation represented some 240 airlines and about 84% of total air traffic. Although accident statistics for western-built aircraft are at an all-time low, there was room for improvement. Figures were good for airlines in the IATA Operational Safety Audit (IOSA) programme, but were much poorer for non-IOSA operators in Africa and the CIS which includes nine States from Armenia to Uzbekistan, and includes Russia. Forecasts from Airbus and Boeing indicate that about 1700 new Commercial Air Transport aircraft will be produced each year between now and 2031, a total of over 30,000 new airliners. Furthermore, some 23,000 new pilots will be required each year over the same period, with the highest growth in the Asia/Pacific region. This adds up to over

C A T M A G A Z I NE 6 . 2 0 1 3

400,000 new commercial pilots between now and 2031. How is this enormous number to be trained? One contribution, he said, is the IATA Training and Qualification Initiative (ITQI), started in 2007. ITQI covers Pilot Aptitude Testing (PAT), the Multi-Crew Pilot License (MPL), Evidence-Based Training (EBT), Instructor Qualification (IQ), Flight Simulation Training Devices (FSTD), and Engineering & Maintenance training. IATA manuals giving Guidance Material and Best Practices for these subjects are now available, see www.iata.org/ itqi. So, there is still much to do in some regions, and training for the large growth forecast needs urgently addressing.

Future Growth The growth forecast was amplified by Captain John Bent, chairman of Training Practices for the International Pilot Training Consortium (IPTC). He noted that in the next two decades, commercial aircraft fleets are forecast to triple in Asia and double elsewhere. However, forecasts of increased commercial activity have proved wrong in the past, due

to unforeseen events such as the 9/11 attacks, instability and military conflicts, financial downturn, bank failures and so forth. However, he suggested that we cannot continue to ignore forecasts in the hope that they are wrong. They should be planned for now. He said that the US airline industry was about 34% of global activity, contributing some US$1.3 trillion to the US economy, 5.2% to GDP, and 376,000 jobs. However, in November 2012 the Wall Street Journal said that US airlines are facing their most serious pilot shortage since the 1960s, with Congress-driven higher experience requirements (1500 hours) for new pilot hires just as the industry braces for a wave of retirements. The FAA's head of flight standards, John Allen, said in 2012 that the projected retirement numbers are "astounding and dramatic" and, significantly, "we don't have a system to address this issue". John Bent suggested that any spare US training capacity, now used by many Asian airlines, could be completely absorbed by this US-only demand. A report on Pilot Supply in March 2013 by the US Aviation Accreditation Board International (AABI) and the US University Aviation Association (UAA) suggested that the likely result of inadequate staffing could be the reduction of flying by regional airlines, and this could cause disruption to the entire airline industry. It concluded that urgent efforts to fill the future pilot shortage should begin now. John Bent then turned to the Asia/ Pacific region, and said that between now and 2030 over 10,000 new pilots are forecast to be needed each year, a total of over 170,000. He suggested that training resources in the region would develop, but this could take 10 years or more to satisfy forecast demand, not only for pilots but also for maintainers. Looking at the People’s Republic of China, its Civil Aviation Administration (CAAC) regulates 33 airlines and was said to forecast a need for over 18,000 new pilots by the end of 2015 (less than two years to go!) Because there is a shortfall in pilot training organisations in China, large numbers must be trained overseas, topped up by pilots from other countries who can be paid up to US$180k pa.

On "what to train", the classic engine-failure case is now rare, but poor reaction to unexpected events and mishandled go-arounds are more common. On the latter, he said that go-arounds rarely occur at the briefed missed approach height, are often poorly performed and have led to accidents. Furthermore, "unstable approaches" are only about 4% of the total, but 97% are continued to landing, and 10% result in an abnormal landing, just under 0.4% of total landings. For instance, each year some 30 over-runs occur, some being severe cases with fatalities. Better training is clearly needed in these areas. Another complicating factor is that pilot careers in many regions are less attractive than before. Young "digital natives", he suggested, are unlikely to seek a piloting career when there are many alternatives. However, many organisations as well as IATA are addressing future training, but the adoption of ICAO training guidance by National Aviation Regulatory Authorities (NAAs) is slow. He concluded that available tools are not being used and that real action is needed now. Summing up, John Bent asked for "clearance for take-off" for safer and harmonised global training standards.

Multi-Crew Pilot Licence (MPL) One subject mentioned in many presentations was the MPL. This uses less

real flying but much more training in simulators to familiarise with the righthand seat role that the MPL graduate will occupy with the sponsoring airline. Compared to the traditional CPL syllabus, the MPL contains considerably more "cockpit time" and its final stage includes experience in a Level D Full Flight Simulator so that conversion to the right hand seat of the airline’s aircraft will be seamless. Dieter Harms, the "father of the MPL", had "a dream of a globally harmonized pilot qualification standard". Up to the end of 2012, he said, there had been about 2,200 MPL students worldwide, about 750 had graduated and were flying with their sponsoring airlines. The most growth was in Asia. He wanted to increase the global implementation of MPL, and concluded by saying: "don’t let us wait until the pilot shortage tsunami hits us". Captain Bai Honqui of the Civil Aviation Flight University of China (CAFUC) described their MPL course. CAFUC has 200 aircraft at five training bases, 380 instructors and processes 1,200 ab-initio students per year. Airline passenger numbers in China had increased from about 190 million in 2008 to 320 million in 2012, a 68% increase over five years, about 14% per year. Over the same period, pilot numbers in China had increased from 17,300 to nearly 30,000. The CAFUC MPL course had 320 cock-

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World Simulator Criteria – ICAO Document 9625 Peter Tharp of the RAeS Flight Simulation Group (FSG) briefed on the implementation of ICAO Document 9625 on simulator criteria, drafted initially by the International Working Group (IWG) chaired by the Flight Simulation Group of the RAeS. 9625 includes all flight simulator training devices (FSTD) from lower-level flight training devices (FTD), up to full flight simulators (FFS) with wide view visuals and full six-axis motion. The 9625 work has reduced 26 previous simulator categories to seven, the most capable being the new "Type 7", equivalent to a Level D with enhancements in areas such as air traffic management and motion cueing. The third edition of ICAO 9625 Volume 1 was published in July 2009 and has been implemented by some Regulatory Authorities, but disappointingly is forecast to be implemented by the US FAA and EASA only by 2016.

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Conference ReporT Enhancements to Volume 1 proposed by the RAeS-led International Committee for Aviation Training in Enhanced Envelopes (ICATEE) include modelling and cueing for stall and post-stall flight, the result of accidents such as Colgan 3407 near Buffalo and Air France 447 in the Atlantic. It was pointed out that the RAeS Annual Flight Crew Training (FTC) conference on 25-26 September had the title "Upset Prevention, Recognition and Recovery Training". Finally, Volume 2 of ICAO 9625 is for helicopters, was published in 2011, and is at an earlier stage of implementation compared to Volume 1 for fixed-wing Aeroplanes.

International Pilot Training Consortium (IPTC) Peter Barrett of the RAeS briefed on the International Pilot Training Consortium (IPTC), of which he is chairman. This body is a partnership between ICAO, IATA, IFALPA and the RAeS, and will address: (1) pilot, instructor and evaluator training, (2) further reducing the accident rate, and (3) ensuring sufficient future pilots. IPTC originated during the RAeS 2011 Flight Crew Training Conference, after a meeting between the RAeS president, ICAO Air Navigation Bureau director, FAA Administrator, EASA Rulemaking director, IATA VP Operations, and the chief executive of the UK CAA. IPTC has a Steering Committee and Workstreams for Regulation, Pilot Competence, Pilot Recruitment, Training Devices and Training Practices. In the Regulatory area there will be an MPL Symposium at ICAO HQ in Montreal on 10-12 December 2013. On flight simulators, IPTC supports the implementation of ICAO Doc 9625 by National CAAs, is to expand mutual recog-

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nition of simulator qualifications, and will review ICAO provisions for simulators. This includes taking forward the results of the International Committee for Aviation Training in Extended Envelopes (ICATEE) which recommended more Upset Prevention & Recovery Training (UPRT) in both initial and recurrent pilot training.

Conclusions This important conference illustrated both progress and uncertainties in the Commercial Air Transport sector, and there was much more than can be covered in a short article. Modern training aids were said to be of very high quality and vary from basic flight training devices (FTD) to top-level full flight simulators (FFS) with big visuals and all-axis motion. The Multi-Crew Pilot Licence (MPL) exploits these simulators and prepares new pilots for their future environment in the right hand seat. Looking wider, the International Pilot Training Consortium (IPTC) has been formed, and recent accidents show the need for more upset prevention & recovery training. The major problem for the future is the supply of properly trained pilots and engineers to support the large expansion forecast between now and 2030. Predictions are for some 1700 new aircraft and no less than 23,000 new pilots each year. It is easier to produce aircraft than properly trained pilots, and this is the world "pilot shortage tsunami" referred to earlier, for which at present there seems to be no satisfactory solution. Spirited action is required if these huge numbers of pilots and maintainers are to be properly trained and commercial aviation safety is to be maintained while this expansion takes place. cat

IPTC originated during the RAeS 2011 Flight Crew Training Conference. Image credit: IPTC.

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Training Technology

Fresh Thinking Chris Long takes a look at a new entrant in the equipment manufacturing market, Farnair Europe. New entrants can often blend ideas and technologies into solutions which do not have their origins in historic methodologies. Image credit: Farnair Europe.

ith the continuing uptick in training demands it is no surprise that there are new entrants in the training market. The size of that market, and the opportunities for innovation in it, can encourage new players, who do not necessarily have a large array of legacy thinking and technologies, but who can start with a â&#x20AC;&#x153;clean sheetâ&#x20AC;? solution. The universal pressure on training costs opens the doors to new solutions. Legacy training equipment manufacturers are themselves moving to offer evolutions of existing processes, but the new entrants can often blend ideas and technologies into solutions which do not have their origins in historic methodologies. One of those new arrivals is the training package which is being developed by the Swiss-based Farnair Europe in cooperation with Austrian-based infoWERK and COBiiAS. Recognising that travel and accommodation charges add significantly to the training cost, Farnair identified that there is a potential market for an easily-transported training system, and is developing hardware which has been designed around a computer and display screens which can be rapidly installed at the customers point-of training, and which only needs a normal mains electricity supply and a good internet connection. Captain Alfred Haas, the Head of Training at Farnair, describes the underlying principle as one which combines all the aircraft familiarisation, systems training, and aircraft operation for the theoretical elements of the Type Rating Training, initially for the ATR series of aircraft, but which later will be adapted to the Boeing 737NG and Airbus A320 family. The locally-installed flat panel trainer is connected via high-speed internet to the server, which has a Farnair-designed software package. The trainees, working as a crew, use a display screen and keyboard which presents systems information and explanation as well as check lists,

CA T M AGA Z INE 6 . 2 0 1 3

and actions are carried out on the touchscreen flat panel trainers (FPT). One further innovation is an alternative display, a big screen Electronic Poster, which not only displays the entire cockpit, but also has the easy transportability of the conventional FPT. The story is taken up by Captain Marcelo Vissotto, Postholder Crew Training, who explains the process. Rather than a segmented approach, with elements covered separately and then brought together further downstream in the training pattern, the principle is to present just-in-time knowledge in a logical chronological order, working through a normal operational flight. So, for instance, the introduction has the trainee approaching the virtual aircraft and then being shown the door operating system and sequencing, the operation of the seat controls, and the initial checks. At each point the systems are illustrated and explained, the appropriate checklist shown and the corresponding cockpit indications displayed. The software, and Learning Management System, both developed by infoWERK, guide the trainees' progress at their own pace, and also provides the link to an online instructor, either live or through messaging for a later response. The Learning Management System tracks all the learning parameters and assessments. Once the basic knowledge has been absorbed, more detailed information and complex procedures are introduced to build up the operating skills to the point at which formal testing can be completed. The system is expected to be ready in mid-2014. Whilst at the moment this tool does not have regulatory approval, Haas anticipates that the principle of training to competency will enable Austro Control to formally acknowledge its effectiveness, and then to grant training credits for type rating, and thus reduce the required time in the full flight simulator. There are an increasing number of both improved and completely new training devices coming to market. This version from Farnair is an offering from a new generation of training providers, and could show the way to more cost-effective training solutions which are coming to market. cat

World News & Analysis

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

TRAINING Centres Boeing has participated in a groundbreaking ceremony with Incheon and Korean Air for construction of Korea's largest new aviation training facility to be located in Incheon's Free Economic Zone (IFEZ). The new campus, which is slated to open in 2015, will allow Boeing to expand the scope of its training business in Korea and continue its long-standing training relationship with Korean Air. The facility, once complete, will house 12 full flight simulators for pilot training programs supporting Korean Air's flight training needs. Once the campus is complete, Boeing will relocate its existing training support staff and equipment to the new facility. Boeing will continue to provide all simulator training and pilot checking, as well as continued involvement in Korean Air's program development, quality assurance and training operations scheduling. Alliance Aviation has commenced operations in Florida to serve the pilot training needs of ATR operators of the ATR 42-300/400/500 and 72-100/200 variants. Alliance, an FAA Approved 142 Flight School has opened its new facility in the Tampa area. The Russian Civil Aviation authority 'Rosavia' has granted an approval to Finnair Flight Academy to train Embraer E190/195 pilots, cabin crew and technical staff for airlines in Russia. The approval enables Russian airlines to benefit from FFA's easy access in Helsinki, competitive cost base and Finnair's extensive E190 operating experience. In order to research new plane configurations and for further development of

Aviation Australia's Cairns Aviation Skills Centre (CASC) has launched ATPL theory training for pilots. The introduction of this training is in response to market demands as a result of the new CASR Part 61 ATPL licensing requirements. Partnered with Rob Avery Training Products, CASC are now offering the full seven subjects with the four most challenging subjects delivered in-class full time commencing 10th February 2014. The remaining three subjects will be offered through distance learning and are fully supported with training materials and a student helpline. Assessment Services Limited (ASL) has also approved CASC to provide ATPL examinations on campus.

pilot training, the Deutsche Zentrum f체r Luft- und Raumfahrt (DLR) has, in conjunction with the TU Braunschweig, opened a new simulator centre with one static and one flexible flight simulator - with LED projectors by eyevis. With premium replicas of cockpits of the flight test platforms Airbus A320 ATRA and the inflight simulator Eurocopter EC 135 FHS, both of the simulators can be used flexibly for research. For the realistic visualization of the simulations, eyevis has, in collaboration with the VR-Systemintegrator project: syntropy

GmbH, installed 15 LED projectors in the static simulator. The 15 eyevis projectors of the type ESP-LWXT allow detailed and realistic simulations through their LED illumination and the high WUXGA resolution with 1920x1200 pixels on a 180째 all round visibility. CAE Oxford Aviation Academy has introduced of seven twin-engine Piper Seneca V training airplanes to CAE Oxford Aviation Academy's fleet in Oxford, UK. These aircraft are part of an order for 34 training aircraft announced earlier this year. The first CAT MAGAZINE 6.2013

World News & Analysis Seneca V aircraft will start to arrive at the Oxford academy in early 2014. The aircraft are equipped with Garmin G1000 avionics suites and Garmin Traffic Advisory Systems. The aircraft are also the first ab initio aircraft in the world to be factory-equipped with CAE-designed flight data analysis and cockpit video recording systems. The recorded information will be replayed through the CAE Flightscape Insight flight data analysis software. It will enable students to debrief immediately after a flight using flight animation with synchronized audio/video and will allow CAE Oxford Aviation Academy to gather statistical trends for longer tem safety and performance benefits. This initiative provides for more consistent high-level training, with objective flight animations and

Carol Vorderman, British TV personality, who recently unveiled plans to fly around the world solo, has joined the judging panel for the final round of Bristol Groundschool's ATPL Scholarship Programme. Somerset-based Bristol Groundschool launched the Scholarship Programme in early 2013 to assist pilots in training who might otherwise have struggled to raise funding for the ATPL study. Carol Vorderman joins a number of distinguished professionals on Bristol Groundschool's judging panel, including Dr. Eleanor Ivory, airline pilot and CAA Aviation Medical Examiner; Captain Martin Mahoney, Senior VP Training for Emirates Airline; Lee Mears, former England rugby player now retraining as a pilot; Dorothy Pooley, Immediate past Chairman and Founder of the Professional Flying Instructors Association and Master Elect of GAPAN; Ian Seager, publisher of Flyer magazine; and Graham Stokes, Head of Flight Operations Training & Standards for Virgin Atlantic Airways.

Commercial Aircraft Sales October 7 to Nov 29 2013

Aircraft type

Number Operator/Buyer

A320 ceo 12 A320 neo 40 A320 neo 36 A320 neo 4 A321 ceo 15 A321 neo 20 A330 F 1 A330-200 3 A330 200F 13 (8 Opt.) A350 XWB 56 (25 Opt.) A350 XWB 3 A350 XWB 50 A380 50 B737-800NG 20 B737-800NG 11 B737-900ER 2 B737 Max 8 100 B777X 34 B777X 150 B777X 50 B777X 25 B787-8 2 B787-10 30 B787 1 Q400 8 (6 Opt.) Q400 8 (4 Opt.) Q400 4 (2 Opt.) Q400 2 CS300 16 (11 Opt.) ATR72-600 10 (5 Opt.) ATR72-600 40 (25 Opt.) ATR72-600 35 (20 Opt.) 34

VivaAerobus VivaAerobus Emirates Libyan Wings JetBlue JetBlue Emirates Air Algerie Qatar Airways JAL Libyan Wings Emirates Emirates Aerolineas Argentinas flydubai EL AL flydubai Lufthansa Emirates Qatar Etihad Airways TUI Travel Etihad Airways Korean Air Nok Air Palma Holding/ Ethiopian Air Cote D'Ivoire Abu Dhabi Aviation Iraqi Airways GECAS Nordic Aviation Capital (NAC) NAC/Garuda

CAT MAGAZINE 6.2013

metrics to enhance the overall learning experience. Finally the Seneca aircraft will come equipped with full de-icing kits to enable maximum operational efficiency in the Northern European climate. InterGlobe Enterprises and CAE have inaugurated their pilot training facility in Greater Noida, National Capital Region (NCR), India and signed a longterm pilot training services agreement with GoAir, a low-fare domestic carrier. The centre, CAE Simulation Training Private Limited (CSTPL), is a joint venture between InterGlobe Enterprises and CAE. An investment of more than $25 million has already been made in setting up the facility and equipment. GoAir's A320 pilots will train at the facility starting in December. With its six simulator bays, the centre will have the capacity to train more than 5,000 aviation professionals per year, and the companies say their ultra-modern facility will be the largest such facility in India and will be the first centre in India to impart Airbus certified training. It provides "wet" and "dry" typerating, recurrent, conversion and jet indoctrination training for commercial aircraft pilots and features two CAE Series 5000 A320 full-flight simulators certified level D.

FLIGHT SIMULATORS F2Si (formerly Fidelity Flight Simulation Inc.) has received an order for a Cessna Citation Ultra Level 6 flight training device (FTD) from Red Wing Aeroplane Company. Red Wing Aeroplane Company is a private charter, Part 135 operator. The company is looking to become one of the few but growing number of Part 135 operators using a Level 6 FTD to provide recurrency training and checking for business jet pilots. Fidelity Flight Simulation Inc. is now to be known as F2Si because it is moving into industries in addition to aviation. After spending over 13 years in the aviation field, F2Si is growing into new markets including oil and gas drilling and the maritime industries. entrolâ&#x20AC;&#x2122;s A320 simulator has received FNPT II MCC qualification from the Belgian Civil Aviation Authority. The A320 simulator was purchased by DL-Aviation to offer MCC and JOT courses and train normal and emergency procedures of the A320. Firefly, a wholly-owned subsidiary of Malaysia Airlines, has placed an order with Mechtronix for a flat panel trainer (FPT) configured for the ATR 72-600 aircraft. The unit will

be installed during the first quarter of 2014. The FPT uses the same software as the Mechtronix ATR 72-600 full flight simulator and is equipped with a rehost package for the Thales New Avionics Suite (NAS). Acquiring the FPT will let Firefly convert its pilots from the ATR 72-500s to the ATR 72-600s. L-3 Link Simulation & Training’s (L-3 Link) Crawley, UK-based operation has been selected by China Airlines to provide a B777-300ER full flight simulator (FFS). The selection of L-3 Link is the result of a collaborative arrangement between China Airlines, U&U Engineering, Inc. and L-3 Link, which will enable the airline to lease time on the trainer in support of its B777-300ER pilot training requirements. The FFS, which will be installed in Taipei, Republic of China, will become ready for training during the third quarter of 2014. It will be built on L-3 Link's RealitySeven™ simulation architecture, which uses commercial-off-the-shelf technologies that reduce trainer life-cycle costs. The simulator will be integrated with L-3 Link UK's market-leading eM2K motion system. Saudi Arabian Airlines is upgrading its entire fleet of six fullflight simulators with Rockwell Collins’ industry-leading EP®-8000 image generation system. Deliveries will begin later this year. Rockwell Collins’ Level D certified EP-8000 features the most advanced technology for producing highfidelity realism over large areas. By selecting the system for all of its simulators, this realism, especially for weather phenomena, airports and obstacles, will provide consistent training for pilots of Saudi Arabian Airlines. L-3 Link Simulation & Training’s (L-3 Link) Crawley, UK-based operation has received UK Civil Aviation Authority (CAA) Level D certification on a Boeing 787-8 full flight simulator (FFS) installed at Boeing Flight Services' London Gatwick Airport campus. This is the third L-3 Link 787-8 FFS to be certified during 2013, with two additional certificates

Textron aquires Mechtronix and Opinicus In a move that reinforces the bright future of civil simulation and training, Textron Inc. has signed agreements to acquire two flight simulation and aircraft training product companies, Mechtronix Inc., located in Montreal, Quebec and OPINICUS Corporation, located in Lutz, Florida. These companies combined with Textron Systems’ existing training and simulation business, will form Textron Simulation & Training Systems. The total annual revenue for the new business is expected to exceed $100 million. Mechtronix’ primary products include the FFSX™ and FFTX™ line of high-fidelity simulators and the FFT™ and Ascent® line of flight trainers, as well as classroom training solutions. Founded in 1987, Mechtronix has supplied airlines with more than 200 simulator systems. OPINICUS is known for its ODYSSEY™ high-fidelity simulators, featuring innovations such as REALFeel® control loading and REALCue® motion controller. Since 1988 OPINICUS has provided turnkey simulator programs to many aviation industry leaders including Boeing, Lockheed Martin, Raytheon, Bell Helicoper, GE Aerospace, the FAA and several branches of the US military. Both transactions are expected to close by the end of the year, subject to customary closing conditions.

scheduled by the end of the year. Aircrews training at Boeing's London Gatwick campus are gaining a seamless transfer of knowledge on a comprehensive 787-8 training suite delivered by L-3 Link. In addition to the FFS, L-3 Link UK has delivered a flight training device (FTD) and desktop trainer. Boeing instructors can change simulator software loads on the 787-8 FFS to replicate how the aircraft operates when equipped with either the Rolls-Royce Trent 1000 or General Electric GEnx engines.

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‘a Passion for Excellence’ CAT MAGAZINE 6.2013

World News & Analysis

Aerosim ETHOS takes off Aerosim has announced the release of Aerosim ETHOS, an advanced singleapplication training platform harnessing technology to target systems knowledge and procedures training that better prepares pilots for greater knowledge retention and performance during on-site training. The software program provides pilots with valuable interactive training in a self-paced environment integrated with the Aerosim Learning Management System (LMS). ETHOS includes a document library and systems knowledge suite all within one application. Systems Knowledge includes: cockpit familiarization, aircraft systems, general subjects, FMS skills, and fully simulated FMS practice/ free-play all available for the iPad or via USB drive - additional self-study tools, including Practice Exam, will be available by early 2014. Following the launch, Air France has signed a multi-year contract for Aerosim’s ETHOS Systems Knowledge Suite. The fleet-specific ETHOS App for iPad will provide customized content for the A320, A330, B777-300ER, ad B747-400 aircraft types. In November, Aerosim also announced the expansion of pilot training suites for Boeing 787 in collaboration with a partner airline as the official launch customer. The solution is comprised of mobile training along with FMST, desktop simulation, and the B787 virtual procedure trainer. Delivery of the B787 ETHOS Systems Knowledge and Procedure Training suites are anticipated for 2014. The solution consists of Boeing 787-8 training tools delivered via the ETHOS platform. Individual users will have the opportunity to master B787 procedure skills before instructor-led training sessions (on the virtual procedure trainer or VPT) by viewing guided demonstrations of aircraft operation along with practice through interactive procedure training tools. In 2014, the airline training center will receive the B787 VPT along with virtual flight deck briefing station.

CAT MAGAZINE 6.2013

PILOT TRAINING Alpha Aviation Group (AAG) have contracted Greek Flight School Egnatia Aviation to deliver the core flying phase of their successful Multicrew Pilot Licence (MPL) programme which they run in partnership with the Middle Eastern airline Air Arabia. AAG's MPL programme has been running for several years and has seen some 61 cadets go through training to become First Officers with Air Arabia. There are approximately 100 in training. This ab initio course commences with theoretical knowledge training at AAG's facilities in Sharjah for eight months, after which cadets will go to Egnatia to learn their core flying skills. Cadets will spend around 12 weeks at Egnatia before returning to Sharjah for basic, intermediate and advanced training at AAG and Air Arabia. Training culminates in an Airbus A320 Type Rating and base training with take offs and landings in the actual aircraft. The Joint Aviation Authorities Training Organisation (JAA TO) has signed a Memorandum of Understanding with three major players in the Indonesian aviation industry: LSP Aviasi Indonesia (Board of Certification for Aviation Profession), Wing Umar Sadewa (a Pilots and Engineers Consultancy Organisation), and the Indonesian Helicopter Pilot Association. The MoUs formalize the organisation's intention to provide the highest level of professional training specifically to the aviation community in Indonesia. The co-operations will concentrate on establishing and carrying out various training activities, such as specialized training programmes, workshops, seminars and conferences, as well as the exchange of training facilities and/or training courses. Aerosim has been awarded a multiyear contract with Southwest Airlines for customized B737-700 cockpit familiarization (Checkride™), aircraft systems courseware, differences lessons, general subjects, Flight Management System Trainer (FMST), and LMS Hosting on an annual basis.

Course progress shall be reported and tracked with integration of the Aerosim Learning Management System (LMS) and Southwest databases to track content for pilots, instructors, FAA, and dispatchers. Aerosim will help Southwest achieve the necessary training to finalize the last phase of pilot transitions from AirTran over to Southwest Airlines operations. FlightSafety International will provide training for the Bombardier Challenger 350 and Challenger 605 at its Learning Center in Columbus, Ohio next year. The new Challenger 350 program will begin in the spring of 2014 followed by the Challenger 605 in the fall. FlightSafety will design and manufacture new simulators and other advanced training devices for both aircraft. The simulators will be qualified to Level D, and feature FlightSafety’s latest advances in technology including the recently announced VITAL 1100 visual system. CAE and Japan Airlines have signed a contract for the delivery of MultiCrew Pilot License (MPL) training. Under the long-term contract, CAE will train Japan Airlines pilot cadets, starting in the spring of 2014 with a first phase of more than 100 cadets. With this first MPL training program, Japan Airlines joins the growing list of major airlines around the world adopting MPL. The iPad has become a core tool for pilots, but its integrated GPS means an iPad in a simulator knows it's on the ground rather than in flight. Redbird Cygnus changes this by connecting wirelessly to the iPad to send GPS information matching the position and velocity of the simulation. The result is an iPad that believes it's in flight, and lets pilots practice using iPad's app features, including aircraft speed and altitude, position on charts, airspace awareness, terrain warnings, flight planning and more. SimCom is the first, and currently only, training company in its market segment to offer this service for pilots and aircrews. SimCom has installed Cygnus on six simulators so far, and plans to equip its entire piston and turboprop line. Cygnus works with any iPad app

and can also drive up to five iPads at once, so multi-pilot crews and even instructors can all share the same data, and even record the progress of a flight directly on the iPad. Pan Am International Flight Academy and Flight Experience™ of Sydney Australia have teamed up to hold their first joint cadet pilot training seminar in Hong Kong. Nearly 200 attendees participated in presentations and workshops over the course of two days where they learned about airline pilot career opportunities and training options to pursue a commercial pilot license. Flight Experience, whose niche business includes recreational flying as Captain in a Boeing big-jet simulator, teamed with Pan Am International Flight Academy to provide individuals interested in pursuing an aviation career a unique Pilot Training program with initial training at one of the many international Flight Experience locations, followed by extended training at a Pan Am facility in the US. The Hong Kong seminar was the first of several planned over the next six months at other Flight Experience locations in Sydney, Melbourne, Perth, Brisbane, Adelaide, Singapore, Paris, Kuwait, Bangkok, and Jakarta. Florida Institute of Technology (FIT) has signed an MOU with CommutAir/United Express for a development and bridging program for qualified FIT aeronautics program students. The MOU offers FIT College of Aeronautics student internships and employment opportunities for juniors, seniors and graduates who aspire to be airline pilots or dispatchers; four Florida Tech students will be involved each year. Airline Training Center Arizona (ATCA) in Phoenix, Arizona, which is part of the Lufthansa Group, has been co-operating with the KLM Fight Academy, the training center of the Dutch airline KLM, since September. Accordingly, ATCA is providing airplanes and flight instructors in order to conduct the

CAE has signed contracts for ten full flight simulators (FFSs), flight training devices and simulator update services. The contracts are worth approximately C$140 million. CAE has sold four A320 FFSs with options for another four, and four training devices to Lion Air Group, a Pan-Asian airline group that includes Indonesia's largest airline Lion Air. The four FTDs are CAE Simfinity™ Airbus Pilot Transition trainers. CAE not only provides training equipment to Lion Group, but highly skilled and experienced training personnel and support staff from CAE are also stationed at Lion Group's simulator training centre in Jakarta. Four full flight simulators and some flight training devices have been sold to customers in Africa and China. They include a Boeing 787 FFS to Ethiopian Airlines, a Sikorsky S-92 helicopter simulator to the Zhuhai Flight Training Centre (ZFTC) in China, and two other FFSs to an undisclosed customer in Africa. The B787 simulator for Ethiopian Airlines is a CAE 7000 Series model. The airline has also ordered CAE Simfinity training devices as well as visual updates for three existing FFSs which will be upgraded with the latest CAE Tropos 6000XR technology. The S-92 FFS is ZFTC's second helicopter simulator and the 26th CAE-built simulator to be deployed at the centre. It is a CAE 3000 Series model and it will serve the training needs of Chinese helicopter operators. ZFTC also ordered CAE Simfinity training devices for the S-92 helicopter.

CAE and Bombardier are continuing to expand their Authorized Training Provider (ATP) network with an additional Level D full flight simulator (FFS) for Bombardier Global 5000 and Global 6000 business jets equipped with the Bombardier Vision flight deck. This will be the second Global series simulator featuring the Bombardier Vision flight deck to be available in the CAEBombardier ATP network. The CAE 7000 Series Level D FFS is expected to enter into service in one of CAE's training centres within its global network at the end of 2014. CAE and Bombardier will determine the final location of the new training device, based on the fleet distribution of the aircraft and the existing network of training devices. Currently, Bombardier also offers training for Global 5000 and Global 6000 business jets through CAE-built simulators located at Bombardier's Training Centers in Dallas, Texas and Montreal, Quebec. The company has also received Level D qualification on the world's first simulator for the Boeing 747-8 freighter aircraft. The B747-8 FFS, sold to Cargolux Airlines International, is already training pilots at the airline's training centre. The simulator received its EASA Level D qualification from the Direction de l'Aviation Civile (DAC), Luxembourg's national aviation authority. CAE has also received Level D qualifications from the Federal Aviation Administration (FAA) for its first two B787 FFSs for undisclosed North American customers. The CAE B747-8F simulator is equipped with the advanced Tropos™ 6000 visual system that generates a highly detailed synthetic visual environment. CAT MAGAZINE 6.2013

World News & Analysis

UK degree program lauched Aspiring pilots can take a step further towards their dream career with the announcement that the BSc (Hons) Professional Aviation Pilot Practice degree/ higher apprenticeship which has been developed by Aviation Skills Partnership with Middlesex University is open for enrolment. The first jointly validated programme is offered by Middlesex University and CTC Aviation and they are enrolling candidates now. The programme, which is also available for existing trainees and pilots, has been developed to meet the requirements of both a degree and a higher apprenticeship. This innovative combination means that when a student is training independently or as an apprentice the requirements for both programmes are met. To be an apprentice, the student will need to be employed by a programme partner. Ray Elgy, UK Civil Aviation Authority, who chaired the Programme Board that helped bring the programme to the point of launch said: "This is a programme which makes a significant contribution to increasing accessibility to pilot training and I look forward to seeing airlines and individuals enrolling on this long-awaited initiative." The enrolment of the first students, who will graduate with a BSc (Hons) degree and a professional pilot's licence which fully meets all UK CAA requirements, is just one of a number of important milestones reached by the Aviation Skills Partnership and it is anticipated that partner airlines for the integrated Multicrew Pilot License and apprenticeship based elements of the programme will be announced imminently. CTC Aviation Training (UK) managing director Martin Hunt said: "Making this innovative programme available in exactly the same way as other professions do, such as medicine and accountancy, is a real boost to making becoming a professional pilot a genuine career choice. The potential of having student funding available really helps make professional pilot training accessible to a much greater group of people, as it really can make a significant impact on how the whole course is funded." 38

CAT MAGAZINE 6.2013

practical flight training of a total of 57 young pilots for KLM Flight Academy in the current and next year. The pilots in training will complete their VFT and IFT training in Phoenix on Beechcraft F33 Bonanza aircraft, of which ATCA is currently operating 26. This training phase will be completed with a check-flight conducted by the Civil Aviation Authority of the Netherlands. Embry-Riddle Aeronautical University and American Eagle Airlines are partnering on a pilot-hiring program that will give the school's Aeronautical Science (professional pilot) graduates an employment advantage with one of the world's largest regional airlines. Through its Pilot Pipeline Program, American Airlines affiliate American Eagle will gain a steady supply of airline-qualified pilots by screening, training and hiring Embry-Riddle flight students, who in turn will receive a $10,000 scholarship with a two-year commitment to the program as well as specialized training leading to employment as a commercial airline officer. After earning their B.S. in Aeronautical Science and Commercial, Instrument and MultiEngine flight ratings at Embry-Riddle, the selected graduates will become full-time American Eagle employees while serving as Embry-Riddle flight instructors, accruing additional flight hours. After reaching a certain number of flight hours operating commercial aircraft for American Eagle, they will have a guaranteed interview for a first officer position with American Airlines. FlairJet, a UK-based charter operator, is winning third party recognition for its pilot training expertise on the Embraer Phenom family. FlairJet recently trained the pilot owner of the Bari, Italy-based Phenom 100 which it manages and, this autumn, the company provided both base and line training to NetJets Europe as Europe's leading business aviation operator prepares to take delivery of its first Phenom 300 aircraft in 2014. CAE and Jazz Aviation LP have renewed their exclusive long-term training services agreements. Under

the renewed agreements, CAE will continue to provide training services on all of Jazz's fleet types, namely the Bombardier CRJ, DHC8-100/300 and Q400 aircraft. CAE will serve Jazz using its full flight simulators and CAE Simfinity™ training products at CAE’s training centres in Vancouver, Toronto and Montreal, Canada.

CBT/SOFTWARE MINT Software Systems has signed a service agreement with SuperJet International. The agreement, effective as of October 1st 2013, concerns the acquisition of the training management software MINT TMS™ that SuperJet International will use for pilot, cabin crew and mechanics training at its training facilities located in Italy and Russia. MINT TMS includes modules for training and compliance management, training scheduling and MS-Outlook synchronization. Avsoft has released its B767-300 aircraft systems course for pilots, which features 25 modules with technical illustrations, an interactive lights and switch guide, system diagrams and module exams. The course contains about 40 hours of instruction from Aircraft General to Flight Management System. The B767-300 course comes with access to Avsoft’s Learning Management System (LMS) for managing initial and recurrent training. Aviation Performance Solutions (APS) and International Development of Technology (IDT) have launched a new Upset Prevention and Recovery Training (UPRT) Application for the iPad that is specifically designed for airline and business jet operators. The app delivers UPRT knowledge to help mitigate Loss of Control in Flight (LOC-I). The training content of this interactive iPad training is founded on the industry-accepted Airplane Upset Recovery Training Aid (AURTA). Eight modular chapters cover an introduction to UPRT, aerodynamics, causes of upsets, recovery techniques and sample training programs. The app provides the Airplane Upset Recovery

Training Aid information and individual progress tracking. The presentation includes enhanced, high-quality embedded graphics, videos and animations that make the information accessible and comprehensible for pilots and instructors. The 150-page, eight-chapter UPRT App has examination questions for each module and real-world examples from accident/ incident data. merlot.aero has signed a contract with Afghanistan’s Kam Air, kick starting its Middle Eastern market. Kam Air will be the first to use the European Data Centre for long term cloud deployment to forecast, organise, plan, predict, measure and report on activity to optimise daily aircraft and crew utilisation. The win comes on the back of industry reports for a profitable six months for low cost carriers in the region, despite regional unrest and political uncertainty. merlot.aero’s SaaS, leverages cloud technology to deliver software, data access and storage remotely rather than via local servers, provides

their OSHA online training modules for pilots, flight attendants, and mechanics. The Federal Aviation Administration (FAA) recently released a new Rule Making Document: Occupational Safety and Health (OSH) Standards for Aircraft Cabin Crewmembers. This rule making includes Hazard Communications, Bloodbourne Pathogens, and Noise Protection policies for Aircraft Cabin Crewmembers, which includes a mandate for training. Advanced Aircrew Academy offers a comprehensive online training module for cabin crewmembers and pilots that includes ramp safety, aircraft fuelling, hearing conservation, back safety, hazardous materials, bloodbourne pathogens, and hazard communications.

secure, fast and affordable access to decision support tools, according to Mark McCaughan, the company’s chief executive. Training Orchestra provides a Training Management Software (TMS) dedicated to corporate training departments and training organizations, and helps its clients plan, schedule and track their training activities. To answer the numerous requests from the market, the Training Orchestra teams have designed a complete solution geared towards the airline industry. Arnold Soleilhac, head of the Training Orchestra Aerospace & Defense Business Unit commented: “We are extremely happy that the airline industry will finally be able to benefit from a solution that is the result of over 10 years of collaboration with the biggest training institutions in the world.” In response to two recent changes at the Occupational Safety and Health Administration (OSHA), Advanced Aircrew Academy has expanded

PILOT SELECTION JETSTREAM Aviation Academy has signed a long-term agreement with NASAIR to provide pilot assessment and provisioning services. Under the

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World News & Analysis terms of the recruitment services agreement, JETSTREAM - the EASA and UAE GCAA Approved Training Organisation (ATO) - will supply the leading airline of Saudi Arabia with Airbus A320 qualified Captains and First Officers. JETSTREAM will undertake a recruitment campaign, providing services including screening and assessment on applicants' qualifications and personality, and forwarding suitable candidates to the airline. Symbiotics Ltd, a specialist in human performance assessment and training solutions, is now working with Jet Aviation to help the airline select pilots the particular demands of business aviation. Symbiotics will be using ADAPT â&#x20AC;&#x201C; the pilot screening and selection tool it developed â&#x20AC;&#x201C; for the selection process. ADAPT is fully compliant with, and currently exceeds, the 2010 IATA PAT Guidelines and provides an objective and predictive customer-focused assess-

Funding required The International Pilot Training Consortium (IPTC) is looking urgently for operational funding. IPTC is developing proposals aimed at raising and harmonization of global pilot training standards. In a short time in operation IPTC now has 88 SMEs working voluntarily on pilot training around the world. Funding is urgently required to facilitate international/regional meetings and workshops without which progress cannot be achieved. Only ten companies each contributing US$40K would cover projected costs per annum while the consortium is in operation. With ICAO, IATA, IFALPA, and the RAeS as Partners, IPTC is probably the first ever training consortium with such global reach and influence. Failure of this initiative would likely set back the civil aviation training industry considerably, as an opportunity lost. Those stakeholders with an interest in seeing IPTC succeed in its aims, will recognize that the investment involved is very small in relation to the outcome of a safer industry for all. In order to find out more please contact RAeS on conference@aerosociety.com

CAT MAGAZINE 6.2013

ment. Based on a five stage process, the tool measures the performance of candidates across four areas: physical skills, cognitive skills, the impact of their behavioural and personality traits on performance, and their susceptibility to the effects of environment and situation.

MAINTENANCE Monarch Aircraft Engineering Limited (MAEL) has been granted UK Civil Aviation Authority (CAA) Part 147 approval to deliver aircraft type training on the Boeing 787 Dreamliner. The training will be delivered by the Monarch Aircraft Engineering Training Academy (MAETA) at its fully equipped state-of-the-art training facility at London Luton airport. The National Aviation Authority of Germany (Luftfahrt-Bundesamt - LBA) has approved the Lufthansa Technical Training (LTT) training center in Erfurt as a learning environment in accordance with EASA Part-145. As a result, LTT can now offer participants a practical program lasting up to three months, which is subsequently certified as counting towards practical experience according to the requirements of the European Aviation Safety Agency (EASA).

CABIN CREW Aviation Australia and dedicated FIFO operator Alliance Airlines have signed a Memorandum of Understanding (MoU) to enhance the organisations' shared focus on aviation safety, operational excellence, and the long-term future of the industry. The two companies have identified a number of areas of collaboration as part of the agreement. These include Alliance Airlines agreeing to employ up to seven graduates of Aviation Australia's Aeroskills training program as apprentices in 2014; the opportunity to provide real-life training experiences for students in entry to service and refurbishments checks (subject to regulatory approvals); development of Aviation Australia's cabin crew

training programs to better reflect the specialist training requirements of Alliance and reduce the initial time to train for Alliance cabin crew; and the joint development of a Fokker F100/ F70 door trainer to enable F100/F70 door training at Aviation Australia for Alliance flight and cabin crews. RP Aero Systems has delivered and introduced into service B787 and A380 door trainers at the British Airways Training Centre, Cranebank, near Heathrow, UK. Both devices include features necessary to meet the latest regulatory requirements for door training and additional functionality unique to RP's training equipment. In addition, RP have been awarded contracts for B787 door trainers from major undisclosed US and Asian Pacific carriers, an Embraer E175 door trainer from a major US airline and B737 training equipment for an important Russian client.

ATC TRAINING The Met Office, a Civil Aviation Authority (CAA) certified training organisation, is to launch a Restricted Observing Course for Air Traffic Controllers. The new course is a five day session designed for ATS units using a fully integrated semi-automatic observing system. It aims to develop the skills required to observe, report and encode the visual elements of the Meteorological Aviation Report (METAR) to a standard that meets CAA requirements. David Gibbs, Aviation Business Manager at the Met Office said: "Our training courses are designed to equip air traffic control personnel with the specialist meteorological knowledge they need to help maintain the safe, orderly and smooth flow of air traffic. Personnel develop interpretation skills and understanding that enable airport operations to continue safely, with minimal disruption during adverse weather conditions, to keep flights moving in the global air traffic control system." Lockheed Martin is to deploy three advanced air traffic management training and simulation systems for

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World News & Analysis Kazeronavigatsia, Kazakhstan's air navigation services provider. The new systems will enable enhanced air traffic controller training and enhance Kazakhstan's ability to develop air traffic management training simulations based upon the unique needs of the nation's airspace. The simulation and training systems will be installed in Kazakhstan's enroute air traffic control facilities, known as area control centers, in Almaty, Astana and Aktobe. The systems will include Lockheed Martin's SkyLine™ air traffic management system and training partner UFA's ATCoach® training suite, providing a realistic training experience based on the same air traffic management system operating in Kazakhstan's real-world airspace. UFA Inc. has sold its ATTower® and ATCoach® products to Vaughn Col-

Calendar Airline simulation & training events organised by Halldale Group and CAT Magazine 1-3 April 2014 WATS 2014 – World Aviation Training Conference & Tradeshow Rosen Shingle Creek Resort, Orlando, Florida, USA www.halldale.com/wats 23-24 September 2014 APATS 2014 – Asia Pacific Airline Training Symposium Centara Grand Convention Centre, Bangkok, Thailand www.halldale.com/apats 28-29 October 2014 EATS 2014 – European Airline Training Symposium Estrel Hotel, Berlin, Germany www.halldale.com/eats

Other simulation & training events 11-16 February 2014 Singapore Airshow 2014 Singapore www.singaporeairshow.com 25-26 March 2014 Aircraft Commander in the 21st Century RAeS, London, UK www.aerosociety.com/events 15-17 April 2014 MODSIM World 2014 Hampton, Virginia, USA www.modsimworldconference.com 4 June 2013 Keeping Flight Simulators Current and Capable RAeS, London, UK www.aerosociety.com/events 42

CAT MAGAZINE 6.2013

lege of Aeronautics and Technology for use in the school’s new radar and tower training facility. The 5-channel HD LCD based ATTower tower training simulator will give Vaughn students a virtual “real world” airport environment with aircraft, ground vehicles, wildlife, and simulated weather conditions. For en route and approach radar training, Vaughn will implement a 5-position ATCoach radar simulator. ATCoach provides a comprehensive and high fidelity simulation for both en route and approach air space. Vaughn will also use UFA’s industry-leading ATVoice® voice recognition and response technology for voice-automated simulation, allowing greater access to training assets and enforcing proper voice communications.

Aerosim www.aerosim.com

Czech Aviation Training Centre www.aviationacademy.cz

ARRIVALS & DEPARTURES

EPST www.epst.com

eyevis www.eyevis.com

FlightSafety International has promoted the following personnel: Ron Ladnier has been promoted to vice president, FlightSafety Services Corporation. He replaces Mike Sangster who will be retiring from his full time position as the end of 2013. Mike will continue to serve as a consultant. Daniel MacLellan has been promoted to vice president, Operations. He will assume responsibility for operations at FlightSafety’s worldwide network of Learning Centers from Greg McGowan, senior vice president, Operations, when he retires at the end of 2013. David Judge has been promoted to assistant manager of the company’s Learning Center located at the London Farnborough airport in the United Kingdom. Anthony van de Geest continues to serve as Assistant Manager of the Farnborough Center. David’s appointment will enable Anthony to increase the support he provides to FlightSafety's Learning Centers in Johannesburg, South Africa and Stavanger, Norway. Craig Fuller has been appointed chairman of the board of Redbird Flight Simulation, a Texas company that develops flight training prod-

ucts. Fuller was president of the Aircraft Owners and Pilots Association (AOPA). Fuller replaces Jerry Gregoire, who founded the company and who will now focus on expansion strategies, research, and new product development. cat

Index of Ads 5

AXIS Flight Training Systems GmbH www.axis-simulation.com

Beyond Risk Management www.beyondriskmgmt.com

CAE www.cae.com OBC CAT Magazine www.halldale.com/cat

FlightSafety International www.flightsafety.com

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Frasca International www.frasca.com

Intl. Civil Aviation Organisation (ICAO) www.icao.int

JETPUBS www.jetpubs.com MINT Software Systems www.media-interactive.de

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Multi Pilot Simulations B.V. www.flymps.com 9 Opinicus Corporation www.opinicus.com Pan Am International Flight Academy www.panamacademy.com

29 IFC

RAeS Conference www.aerosociety.com/events

Singapore Airshow www.singaporeairshow.com

WATS 2014 Conference www.halldale.com/wats

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