FACILITATING GUNNEDAH TO BECOME A CENTRE FOR COMMERCIAL PILOT TRAINING FROM ABINITIO TO JET CO-PILOT RATED PRE-ENDORSEMENT Address by: Neil Hansford Director Australia Asia Flight Training Pty Ltd March, 2010
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AUSTRALIA ASIA FLIGHT TRAINING PTY LTD GUNNEDAH, NSW, AUSTRALIA
Introduction THE MARKET HAS CHANGED! COMPLETE END TO END SOLUTIONS ARE REQUIRED! The Australia Asia Flight Training facility in Gunnedah, Australia is a unique facility where various levels of commercial pilot training is offered which will range from nil flying experience abinitio training through to pre-endorsed jet co-pilot qualified graduates with the option to receive tertiary qualifications and language enhancement whilst on the closed fully integrated campus. Future plans include the provision of full type ratings for common narrow body jet and turbo-prop types. By operating from an AAFT controlled airport away from a major capital city, future development can proceed without the uncertainty of opposition from resident groups and without the unnecessary distractions to students of big city life. In gaining the development approval for the academy all environmental impacts were assessed by Government and the future levels of accommodation available and flying activities have been ratified and are not subject to further restriction.
Why Gunnedah was chosen as the best possible site in Eastern Australia. AAFT conducted negotiations in NSW and Queensland to find the best operational and financially advantageous airport in the Eastern States of Australia. This was assisted by Government agencies that have assisted throughout the process. After exhaustive analysis and negotiation Gunnedah, just 45 min by road from the ATC/ILS equipped Tamworth Airport was chosen. The unique qualities of the Gunnedah proposition are as follows: ď ś An ability to manage the airport environment for a period of 30 years with an option to extend. An ability to gain sufficient freehold land on the airport estate to site the full Academy infrastructure now and in the future. Initially land has been acquired and a further 50-60 hectares may be acquired under the same terms for aviation related activities. The airport is surrounded by land zoned as Rural 1a which precludes domestic housing and industrial development.
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Consultation with Council about all Development Applications submitted for properties on any of the approaches to the current runways. The provision by Council of parallel taxiways to overcome the need for taxi back when Academy aircraft are landing and taking off in addition to aircraft parking for up to 50 training aircraft. In addition Council will construct at their cost hardstand areas for 50 aircraft and run-up bays at the runway ends. Excellent weather conditions to allow maximum flying in day and evening year-round. Flying is possible on 360 days per year due to very favourable weather conditions. No evidence of strong winds, sea fogs, ice or snow that are generally found in coastal areas and colder climates. An airport where other conflicting movements were minimal. Availability of both Avgas and Jet A1 in our own fuel facilities capable of storing 100,000 litres. No landing and parking fees. Unrestricted air space to 25,000 feet. Located within 15-20 minutes flying of a major regional airport offering ILS and Air Traffic Control at Tamworth with 2 high strength parallel runways of up to 2,600 metres. Scheduled services to a capital city offered at the airport or no more than one hour away by road. Sydney is serviced 5 times daily by RPT flights from Tamworth and Brisbane is also serviced daily. Excellent medical, dental and paramedical facilities available in the town/City. In addition to the 50 bed hospital a new $5m Super clinic is being built funded by the Government, Shenwa of China and BHP Billiton. Sealed runway of 1,645 metres X 30 metres with full runway and taxiway lighting and is a Security Controlled Airport. 90% of movements are off this runway, 11/29. The Development Approval allows for all time, Flying School flying operations on all days except Sunday from 0600 to 2200 and non flying operations on all days with no restriction.
GUNNEDAH AIRPORT PRIOR TO AGREED EXPANSION Grass Cross runway is 592 metres in length. A growing town with good shopping choice at competitive prices.
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Availability of accommodation in the town to a high standard for visiting friends, relations and suppliers. High quality accommodation and restaurants have been developed to accommodate the $2 billion of mining developments and sporting facilities including golf course are plentiful and cheap. Access to pools of labour to support the operation of the accommodation and dining facilities. Access to economic house and land packages to attract necessary staff from the city in particular Flight Instructors. Large 4 bedroom homes may be acquired for around $300400,000. Since we will totally control the airport we will be able to determine charges to ourselves but more importantly set rates for third party users. The lease agreements have been signed between AAFT and Council. Additionally AAFT has bought all lots required to construct the 400 bed academy and teaching, leisure and sporting and maintenance facilities.
GUNNEDAH AIRPORT EXTENSION WORKS
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The range of training to be provided at AAFT Gunnedah Courses have been tailored at AAFT to meet the requirements of all airlines for their cadet pilot programmes. The courses are as follows: COURSE A Abinitio training through to Multi-engine, instrument and night rating with or without country of origin ATPL, generally 45 weeks with 7 weeks for ATPL subjects COURSE B IREX plus ATPL plus jet co-pilot rating generally 61 weeks COURSE C IREX, ATPL, jet co-pilot rating plus multi crew operations including 25 hours jet flight time and 80 hours simulator on Level C 737NG simulation device taking generally 68 weeks. COURSE D Students trained in other institution of acceptable standard to CPL/ IREX join to complete jet co-pilot rating plus multi crew operations including 25 hours jet flight time and 80 hours simulator on Level C 737NG simulation device taking generally 23 weeks without ATPL and 16 weeks if they are the holder of the ATPL. COURSES C & D are designed to produce a quality, line ready jet transitioned First Officer trained throughout the period to the specific airline’s Standard Operating Procedures. Training would be in the shortest reasonable period including adequate times for study and revision to optimise the pass-out rate. The AAFT proposal would see pilots leave with a jet co-pilot rating on either a Challenger or EMB-135 jet with every multi-crew student getting over 80 hours multi-crew training in a 737-800 simulator which is similar in cockpit layout to the 777. This would give pre-endorsement training for the entry to the Level D simulator and our experience would suggest fewer hours will be required to reach the required level of competence on the Level D simulation device allowing more efficient use of this key airline training and re-currency asset. The course content requirement hereafter has been gleaned from many sources in the Asian airline market The following content has been prepared based on the requirement for licensing by typical regulators in the market The normal Commercial Pilot Licence with Instrument Rating requires the applicant to have 100 flight hours as Pilot-In-Command to qualify for the ATPL plus the country of origin Examination Subjects to include The Navigation papers; The Aircraft Technical papers; Aviation Law, Flight Rules and Procedures and Signals. Additionally the applicant generally must have accumulated 155 flying hours in an approved course to include: 100 hours as PIC 20 hours must be cross country including one flight of over 300 nautical miles to include 2 intermediate stops and completed in one day
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10 hours of night flying as PIC or pilot under instruction of which 5 hours must be as PIC and include not less than 10 take offs and 10 landings without assistance 10 hours of instrument flying instruction of which not more than 5 hours may be instrument/ simulator ground time. The minimum total time required is 200 hours as a pilot of aeroplanes To be awarded an ATPL 1,500 hours is required as pilot of aeroplanes to include: 250 hours as PIC of which 150 hours may be as co-pilot acting as pilot-in-command under supervision. THUS STUDENTS MUST LEAVE AUSTRALIA WITH 100 SOLO HOURS MINIMUM AS NO FURTHER OPPORTUNITY WILL BE PRESENTED WHEN FLYING AS FIRST OR SECOND OFFICERS ON AIRLINE FLEETS. 200 hours of cross country or overseas flying with specific noted conditions 100 hours of night flying with specific noted conditions. 75 hours flying as pilot by sole reference to instruments of which only 30 hours may be instrument ground time The remainder of the 1,500 hours may be made up as follows; o As PIC counted in full; o As pilot-under-instruction, counted in full; o As P1 Under Supervision, counted in full; o As co-pilot, counted at half rate. Additionally some airlines require 25 hours of jet time on another jet type to qualify to fly wide-body aircraft. We would believe that to be relevant only hours gained on a jet greater then 5,700kg MTOW would be appropriate. The courses being offered by AAFT would be only on “glass” cockpit aircraft with no changes between analogue and ‘glass’ during training. Initial training would be delivered on the Diamond DA-20 then DA-40 for instrument flying followed by the DA-42 multi-engine leading into a jet type of > 5,700kg like the Challenger 604 or EMB 135. With regard to simulator training, simulation would be aimed at “co-pilot endorsement” rather than “command endorsement”. The culture of all training will be based on full “multi-crew” outcomes rather than a single pilot training concept with multi crew concepts added only in jet transition. The simulation equipment will include at least 2 X 6 degree freedom of motion FSTD, 270 degree visual and world data base Diamond Category C devices approved to CASA Part 60, in addition to at least 2X 6 degrees of freedom, 270 degree visuals and world data base, dual GPS and FMS Level C Full Flight Simulators as approved to CASA part 60. This will be configured to both the 737-800 and 777. Course instruction would be delivered on the basis of 5 days instruction and 3 days equivalent recreational leave and study on campus. All training would be conducted on an optimised matrix schedule which effectively gives 13 days leave in every 28. Included also would be an active sporting and social programme, team building exercises on and off campus under supervision and inter action with Gunnedah sponsor families.
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In the area of Advanced Flight Training there are a number of inherent philosophies incorporated to introduce the maximum advantages and economies of simulated training devices; o The philosophy is that in order to achieve enhanced competencies in multi crew airline operations the sponsoring airline’s FCOM’s and standard company operating procedures, including standard calls, must be used from day 1 at all stages of instruction. We already have a “generic” multi crew course available using best practices from many quality carriers. o The essence of the training philosophy is that the trainee must first demonstrate competency in manipulation and normal operations before the introduction of “abnormal and/or emergency” training. This is not an endorsement requirement. o As an “endorsement to type” is not required in this stage of the training a basic understanding of jet transport aircraft systems is learned during ATPL Ground School, therefore only operational briefings are required, thus eliminating an extensive ground school and flight training on a type that will not be operated on line by the airline. o This better prepares the student for the appropriate “pre-endorsement to type” followed by “line training” by the airline. o The courses capitalise on emerging simulation technology which sees the cost of simulation devices and facilities dropping substantially. This in the past has precluded their use in abinitio training. The use of expensive traditional Level D devices in MPL type “beta” trials have made the training unaffordable with courses to date having been estimated to have cost A$300,000 per student. o The standard syllabus proposed for jet transitioning has been shown to be entirely adequate for 200 hour abinitio students who have been commercially trained with an instrument rating on either single or multi-engine. Generally 20 X 4 hour sessions are required made up of 2 hour X 2 hour flight exercises, alternating Pilot Flying and Pilot Monitoring at the break. o The airline FCOM is used to modify the Boeing 737-800 simulator FCOM for multi crew jet training. The providers of the curriculum have been successful using this methodology for B747, B767, B737 and Airbus 330/320 FCOM’s during previous courses they have delivered. Previous “host airlines” have reported obtaining very high standard ‘multi crew pilots’ from this training requiring as little as half the time for endorsement to type and half the line flying sectors to achieve required competence for regulators and company standards. o During instruction equal emphasis on both pilot flying and pilot monitoring during flight training is applied.
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ďƒ˜ OTHER ADDITIONAL BENEFITS o Capabilities to have students gain a NSW Technical and Further Education (TAFE) Accredited Certificate IV in Aviation (Commercial Pilot Aeroplane Licence) [NSW Course 17716] and a Diploma of Aviation (Instrument Flight Operations) [NSW Course 17717] and optionally Diploma in Aviation Management [NSW Course 0500]. All additional tuition would be delivered in the evenings on the site of the Academy by TAFE provided teachers and instructors. Within 12 months subjects passed above could be credited to an Associate Degree in Aviation which could be completed by remote learning. Supplementary subjects to the Associate Degree could be selected by the airline and drawn from psychology, marketing, accounting and industrial relations. These would be internationally recognised learning qualifications.
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The advantages to sponsoring airlines Pilots would leave the facility with a jet co-pilot rating on a jet above 5,700 MTOW plus having over 80 hours multi-crew training in a 737-800/777 simulator to sponsoring airline SOP’s and FCOM’s in preparation for a “pre-endorsement” to type allowing smooth transition into a level D device for the 777. It is envisaged that less hours will be required in this device to reach required competence. Ability for the airline to reduce the current period of up 3 years to produce a trained co-pilot down to as low as 16 months including study leave allowance. Should MPL programmes be refined and accepted by regulators, Gunnedah AAFT courses could be modified to dramatically increase hours and experience gained on Simulation devices to achieve regulator minimum requirements. Students from day 1 would be taught based on Multi Crew disciplines to company SOP’s. Student hours flown in Gunnedah would be more effective due to the taxi times and congestion at capital city airports wasting up to 20 minutes in every hour that would not be experienced at Gunnedah where we totally control the airport and users. Thus of 150 hours students may actually gain up to a further 30 hours in actual flying not taxiing and holding as at some capital city secondary airports. There would be no competing flying schools at Gunnedah as is the case at most capital city secondary airports taking runway and circuit access nor would scheduled services interfere with jet flying as happens at airports with scheduled service operations .
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There will be no requirement to bus students between accommodation and the campus as Gunnedah will be a closed campus with all facilities on site. Gunnedah is not a GAAP airport and any of the airports in the region to be used for crosscountry flying also are not GAAP including Tamworth which provides economic ILS facilities. Charges at Gunnedah are totally within the remit of AAFT. This will have a substantial effect on the cost of flying for students at all stages. Future cost exposures will be defined from day 1 and all cost drivers save fuel will be controllable. Since Gunnedah will have its own 104,000 litre fuel facility inter plane margins will be controllable.
AAFT and Gunnedah producing courses tailored to today’s airline requirements Unlike most providers AAFT Gunnedah is a corporatized model providing complete training for company sponsored aspiring pilots and selected self funded students that allows graduates to leave the Academy with training allowing them to go straight into type rating at their chosen airline having been trained at all stages utilising the airlines individual SOP’s and FCOM’s and having been educated in a closed campus supported by excellent leisure and sporting facilities. Use of “glass” cockpit latest generation prop and jet aircraft is maximised in addition to new generation simulation devices to produce jet ready co-pilots with training tailored to the requirements of the appropriate airlines and their regulators.
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