推动澳洲冈尼达成为商业飞行员培训中心 从新手至喷气机副驾驶执照毕业生 演讲人： 尼尔·汉斯福德 董事 澳大利亚亚洲飞行培训私人有限公司 2010 年 3 月
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澳大利亚亚洲飞行培训私人有限公司 澳大利亚新南威尔士州冈内达
介绍 市场已经改变！ 需要完整的端到端解决方案！ 澳大利亚亚洲飞行培训私人有限公司(AAFT)位于澳洲冈内达(Gunnedah)，可提供各种水平的商 业飞行员培训，从毫无飞行经验的新手到预签注的喷气机副驾驶执照毕业生。学员在一个全封 闭的校园中学习，同时有取得第三方资格与加强语言的选择。 未来计划包括提供普通窄体喷气机与涡轮螺桨飞机的全机型执照。 通过运营一座远离都市并由 AAFT 管辖的机场，未来可顺利发展，不用担心居民组织反对产生 的不确定性，且学员精力也不会因大都市生活而不必要的分散。 在学院获批时，政府已经评估了所有环境影响，且未来可获住宿水平与飞行活动已经得到批准 且不会受到更多限制。
为何冈内达被选作澳洲东部最可能的场所 AAFT 在新南威尔士州与昆士兰州进行过磋商，以在澳洲东部各州找到一处最佳运营与财政上 有利的机场。这在整个过程中得到了政府部门的支持。 在经过详尽的分析与商谈后，我们选择了冈内达(距装配有 ATC/ILS 的塔姆瓦斯(Tamworth)机场 仅有 45 分钟的车程)。 选择冈内达的考虑因素如下： 可使用机场环境 30 年，且有延期的选择权。可获得充足、涉及机场不动产的完全保 有的土地以便现在和未来为所有学院基础设施择址。最初，土地已经购买，且可依据 相同的条款再购买 50-60 公顷土地用于航空相关活动。该机场附近全为农业用地，因 此排除了未来家庭住宅与工业开发的可能性。 与委员会就目前飞机跑道附近所有地产相关开发申请进行过协商。 委员会提供平行滑行道，从而解决了学院飞机着陆与起飞时滑行返回之需，且停机坪 最多可供 50 架训练机之用。此外，委员会将按成本价格建造用于 50 架飞机的硬质地 面与跑道末端的加速区。 极佳的天气条件可最大化全年的白天与夜晚飞行。鉴于非常有利的天气条件，全年 360 天都可以飞行。
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没有证据显示存在往往在沿海地区与更寒冷天气下可看到的强风、海雾与冰雪。 这是一个其他冲突活动最小的机场。 在我们自己的设施中可获得储量达 10 万升的飞机用汽油与航空煤油(Jet A1)。 无着陆与停机费用。 无限制空域达 25,000 英尺。 距一个位于塔姆瓦斯提供 ILS 与空中交通管制的主要支线机场仅有 15-20 分钟飞行行 程，且该机场拥有 2 条长达 2,600 米的高强度跑道。 机场提供飞往省会城市的定期航班或通过公路不超过 1 小时。从塔姆瓦斯至悉尼每天 有 5 个 RPT 航班，且至布里斯班也每天都有航班。 可在城镇中获得卓越的医疗、牙科与辅助医务设施。除拥有 50 个床位的医院外，一 家 500 万美元的特大诊所在政府、中国神华与必和必拓支持下正在建造。 配备全部跑道与滑行道照明的 1,645m X 30m 密封跑道，且是一个受控安全的机场。 90%的活动不在这一跑道上。 开发许可允许全天的飞行学校飞行操作(周日 0600-2200 除外)，且全天非飞行操作无 限制。
同意扩建前的冈内达机场 纵横跑道长达 592 米。 城镇日益扩大，商店中商品物美价廉。 朋友、亲戚与供应商来访，镇上有高标准的宾馆。已开发优质宾馆饭店以适应 20 亿 美元的矿产开发，高尔夫过程等体育设施充足且价廉。 有用于支持宾馆饭店经营的劳动力。 可获得经济的住房与地产以吸引来自城市的职员，尤其是飞行教员。购买一栋大型四 室住房可能只需 30-40 万美元。 因我们将完全控制该机场，我们将可以决定对自己的费用，但更重要的是确定对第三 方用户的收费。 AAFT 已与委员会签订租赁协议。此外，AAFT 已经购买了建设 400 个床位学院、教学、休闲与 体育及维修设施所需的全部地块。
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冈内达机场扩建工程
AAFT 冈内达所提供培训课程的范围 AAFT 量身定制培训课程，可满足所有航空公司受训飞行计划的要求。 课程如下： 课程 A 课程 B 课程 C 课程 D
新手培训至多发、仪表与有或无原籍国 ATPL 夜航，通常 45 周，其中 7 周用于 ATPL 科目。 IREX + ATPL + 喷气机副驾驶执照，通常 61 周。 IREX、ATPL、喷气机副驾驶执照 + 多组员操作，包括 25 小时喷气机飞 行时间与 80 小时水平 C 737NG 模拟器培训，通常 68 周。 在其他学院已接受 CPL/ IREX 水平培训的学员在本校进行喷气机副驾驶 执照 + 多组员操作培训，包括 25 小时喷气机飞行时间与 80 小时水平 C 737NG 模拟器培训，无 ATPL 的学员通常需 23 周，有 ATPL 的学员只需 16 周。
课程 C 和 D 旨在培训出一名高素质、准备上岗、喷气机过渡的副驾驶，且在此期间将 根据具体航空公司的标准操作程序进行培训。培训会在最短的合理时间完成，包括学
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习 与 修 正 的 充 足 时 间 以 最 优 化 通 过 率 。 AAFT 计 划 会 看 到 离 开 时 可 获 得 挑 战 者 (Challenger)或 EMB-135 喷气机的副驾驶执照，同时多组员学员获得逾 80 小时在 737800 模拟器中的培训(该模拟器类似于 777 驾驶舱)。这会为进入水平 D 模拟器提供预 签 注的培训，且我们的经验可使学员达到水平 D 模拟设备所要求的能力水平只需更少的 时间，从而可更有效利用这种重要的航空培训与再流通资产。 该课程内容要求收集自亚洲航空市场的许多来源 下列内容基于市场中典型监管机构发证要求而准备 正常的仪表级商业飞行员执照要求申请者有 100 个小时担任机长(PIC)， 才有资格参加 ATPL + 原籍国考试科目，包括领航证件；飞机技术文件； 航空法律、飞行规章与程序以及信号。 此外，申请者通常必须在一个获批的课程中累计达 155 个飞行小时，包 括： 100 小时作为 PIC 20 小时含一次飞行逾 300 海里的越野飞行，包括 2 次中途停靠 且在一天完成。 10 小时作为 PIC 或训练中的飞行员夜航，其中 5 小时必须作为 PIC，且包括在无任何帮助下起飞与着陆各不少于 10 次。 10 小时仪表飞行指导，其中仪表/模拟器地面时间不超过 5 小 时。 作为航空飞行员的最低总时间要求为 200 小时。 要获得 ATPL，需作为飞行员 1,500 小时，其中包括： 250 小时作为 PIC，其中 150 小时可为副驾驶在监督下作为机 长。因此，学员离开澳洲必须有最少 100 个单独小时，因当担 任航空机队的副驾驶或第二副驾驶时，就没有更多机会了。 200 小时具有明确指明状况的越野或跨海飞行。 100 小时具有明确指明情况的夜航。 75 小时仅通过参考仪表进行飞行的飞行员，其中仅 30 小时可为 仪表地面时间。 1,500 小时中余下部分可能由以下部分构成： o 作为 PIC 以全额计算； o 作为受训中的飞行员以全额计算； o 作为受监督中的飞行员以全额计算； o 作为副驾驶以一半计算； 此外，部分航空公司要求在另一机型喷气机上飞行 25 小时，以达到飞 行宽体飞机的资格。我们认为相关的只是在喷气机上获得的小时数更 大，则 5,700kg 最大起飞重量(MTOW)会是适当的。 AAFT 所提供课程只是涉及“玻璃”驾驶舱飞机，培训中模拟物与“玻璃”间没有变 化。初步培训会在 Diamond DA-20 进行，然后 DA-40 用于仪表飞行，再后为 DA-42 多 发，最后为最大起飞重量超过 5,700kg 的喷气机，如挑战者 604 或 EMB 135。 至于模拟器培训，模拟目标“副驾驶签注”而非“机长签注”。 所培训文化将基于“多组员”结果而非一个单一的飞行员培训理念，后者将多组员理 念仅添加在喷气机过渡中。
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模拟设备将包括至少 2X6 度自由度 FSTD、270 度可视与 CASA Part 60 认可的全球数据 基础 Diamond Category C 设备，以及至少 2X6 度自由度、270 度可视与全球数据基 础 、双重 GPS 与 CASA Part 60 认可的 FMS 水平 C 全飞行模拟器。这将配置到 737-800 与 777。 授课安排为 5 天指导与 3 天休息，且为学习在校园内进行。所有培训基于一个优化的 矩阵进度表来进行，该进度表实际上每隔 28 天提供 13 天休息。学习内容还包括海活 跃的体育与社会项目、监督下的校园内外团队建设练习以及与冈内达担保家庭间的互 动。 在高级飞行培训领域，纳入了诸多固有的理念以引入模拟训练设施的最大优点与经 济； o 该理念就是为取得在多组员航空操作中能力增强的目标，赞助航空公司的机组 操作手册(FCOM)与标准公司程序(包括标准呼叫)必须自第一天起就要运用于教学 的全部阶段。我们已经拥有一个运用源自许多优质航空公司最佳操作的“通 用”多组员课程。 o 该培训理念的实质就是在引入“非正常与/或紧急”培训之前，学员必须首先展 示在操控与正常操作方面的能力。这并非是个签注的要求。 o 在这一培训阶段并不要求“机型签注”，ATPL 地面理论学习对喷气运输飞机系 统的基本理解，因此只要求操作简要，从而排除了广泛的地面理论与航空公司 将不会在航线使用的机型飞行培训。 o 这为学员进行适当的“预签注机型”及随后航空公司的“航线培训”做更好准 备。 o 该课程利用新兴的模拟技术，从而使模拟装置与设施成本大幅下降。过去这排 除它们在新手培训中的使用。在 MPL 机型“beta”试验中使用昂贵的传统水平 D 设备导致培训费用难以承受，迄今的课程费用预计将高达每位学员 30 万美元。 o 用于喷气机过渡的标准课程提纲已经表明对 200 个小时的新手学员来说已经完 全足够，这些学员进行商业性培训以取得单发或多发仪表级执照。通常需要 20 X 4 小时的学期，由 2 小时飞行员飞行与 2 小时飞行员监控交替进行。 o 航空公司 FCOM 用于修正用于多组员喷气机培训的波音 737-800 模拟器。在之前 推出的课程中，课程供应商已将该方法学成功运用于 B747、B767、B737 与空客 330/320 FCOM。先前一些“主航空公司”已报告他们从这种培训中获得了非常 高标准的多组员飞行员，且对预签注机型而言，这种培训所需时间只要一半， 以及航线飞行要达监管部门与公司标准也仅需一半时间。 o 在飞行培训中，教学同时侧重于飞行员飞行与飞行员监控。
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其他优点 o 可使学员获得 NSW 技术与进修学院(TAFE)认可的四级航空证书(商业飞行员飞机 执照) [NSW 课程 17716]与航空文凭(仪表飞行操作) [NSW 课程 17717]以及可选 的航空管理文凭[NSW 课程 0500]。所有附加学费会每晚由 TAFE 提供的教员在 学院现场通知。在 12 个月内，通过科目可获得航空副学士学位(可由远程学习 完成)。副学士学位辅修科目由航空公司选择，包括心理学、营销学、会计学与 劳资关系。这些是国际认可的学习资格。
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对参与公司的好处 飞行员离开学院时获得一张喷气机副驾驶执照(在最大起飞重量超 5,700Kg 的飞机及 737-800/777 模拟器中逾 80 小时多组员培训)，以为“预签注机型”做准备，并从而顺 利过渡至适合于 777 的水平 D 设备。在这种设备中，达到所要求的能力需要的时间更 少。 可以使航空公司将培养出一名受训副驾驶的时间自目前的 3 年减少至 16 个月，其中还 包括学习假。 若 MPL 计划得以优化并获得监管部分认可，则冈内达 AAFT 课程可改进以大大增加在 模拟设备上获得的小时与经验，从而达到监管机构最低要求。 学员自第一天起就会接受基于多组员纪律至公司标准操作程序(SOP)的授课。 冈内达学员学习时间会更有效率，因省会城市机场的滑行时间与拥堵就会造成每小时 浪费多达 20 分钟，而这种情况在冈内达不会发生，因为在此我们完全可控制机场与用 户。因此，150 个小时学习中，学员实际上可能获得更多 30 个小时的实际飞行，而不 是像在一些省会二级机场滑行并等待。 冈内达并无其他飞行学校，而多数省会城市二级机场则存在同行，这样既不会占用跑 道与接入争用，也不会有定期航班干扰喷气机飞行，而这种情况在有定期航班业务的 机场往往会出现。 学员无需乘车往返于住宿地与学校之间，因冈内达将是一座拥有所有现场设备的全封 闭学校。 冈内达并非一座 GAAP 机场，且该地区用于越野飞行的机场都不是 GAAP 机场，其中包 括提供经济 ILS 设施的塔姆沃思机场。在冈内达的费用完全处于 AAFT 控制之中。这将 对所有阶段学员的飞行成本产生巨大影响。 未来成本敞口将自第一天起定义，且所有节约燃料的成本动因将可控。因冈内达将拥 有自己 104,000 升的燃料设施，内部飞行边际成本将可控。
AAFT 与冈内达推出的课程为当今航空公司要求而量身定做 与其他多数供应商不同，AAFT Gunnedah 是一个为公司赞助的有抱负飞行员及有选择的自费飞 行员提供全面培训的公司化模型，使得学员毕业离开本学院时已接受利用航空公司个人 SOP
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巨 FCOM 的培训，并在一个具有卓越休闲与体育设施的全封闭校园中受到教育，从使他们在所 选航空公司可直接进入机型执照。 “玻璃”驾驶舱的使用，最新一代螺旋桨与喷气机最佳化，加上新一代模拟设备，并以适当航 空公司及其监管机构的要求来定制培训，进而培养出为喷气机而备的副驾驶。
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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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