CAT Magazine - Issue 2/2012

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Issue 2/2012

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Editorial Comment

Chris Lehman Editor in Chief

" Keep in mind that the aviation training industry is not primarily about technology, it is about instilling skills, knowledge and professionalism amongst a diverse candidate population."

On the cover: Horizon Air and its sister carrier Alaska Airlines are subsidiaries of Alaska Air Group.

Image credit: Alaska Air Group.

Whether the ancient Chinese philosopher Confucius actually said these words is not certain, and historians seem equally unclear as to whether the phrase is a blessing or a curse.

I thought of Confucius this past weekend when my daughter returned home from her freshman year at college for a visit.

As she sat down at her desk to complete an assignment, she carefully set out her devices: iPhone, iPad, laptop computer, scientific calculator and Kindle. As I marveled at the array of technology fanned out on the desk, I started to compare my comparatively ancient university experience to hers, including my time consulting with research librarians. She abruptly interrupted me with “Yeah, but can you help me with this statistical methods question?” Quickly followed by “... and tell me, why would I need to go to a library?”

No question that she - and her generation – see technology only as a blessing, and to be fair most of us in the aviation training community see it that way too. The modern Full Flight Simulator is the pinnacle of our industry’s technological achievement, and in recent years we’ve seen its underlying components benefitting from the pace of the mass retail market. Consider the LCoS visual display panels which are the new FFS standard, the image generators which now have their foundations in the gaming industry, the off the shelf host computers, or the wireless remote Instructor Operating Stations (IOS) with advanced GUI’s. Not to mention the electric motion bases, synthetic ATC speech capabilities, and worldwide geographic/visual databases.

Just in the past few years we’ve seen a further expansion in the capabilities of the FFS, most of which have been designed to address specific training issues, and to enhance overall transfer-of-training. New edge-of-envelope simulations and motionbase drive algorithms have been developed to facilitate stall and upset recovery training.

And the idea of using advanced FFS in primary training would have been unthinkable a decade ago, yet it is now routine for Multi-Crew Pilots License (MPL) programs.

Without doubt the global installed base of

FFS will continue to embrace new training applications, as the industry expands its use of operational data such as FOQA programs to identify on-going training issues.

In the same way that mass technology impacts our daily personal lives, we all know it will continue to have a role in driving aviation and aviation training. But it’s important to understand all the implications of technology, particularly the seductive element.

How many of us are fascinated with the latest digital wonder but don’t fully consider the 360 degree training view? As an example, some manufacturers are currently looking at the advantages of removing the flight instructor from the FFS cab and having him or her remotely located. The advantages of weight reduction for the simulator and the more effective use of instructor resources have been highlighted – with remote controls and cameras, the instructor need not even be on the same continent, and actually could be instructing several crews in parallel. With the pressure on financial and instructor resources this could be seen as a logical move forward.

My own view is that we should be careful what we wish for. With a renewed focus on the value of the instructor, their actual role in facilitating transfer-of-training, and the hard-won knowledge we have of recent incidents, is this the time to place more distance – physical or otherwise – between an instructor and his/her trainees? No doubt there are training events that can be led by a remote FFS instructor, just as there are mobile learning, elearning, and just-intime training courses that the industry has routinely accepted. But in a high-stakes industry, prudence is called for.

Keep in mind that the aviation training industry is not primarily about technology, it is about instilling skills, knowledge and professionalism amongst a diverse candidate population. Technological advancement does not negate the need for a qualified instructor, or for that matter, a qualified librarian.

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Chris Lehman CAT Editor in Chief WATS Conference Chair chris@halldale.com

CAT MAGAZINE

“May you live in interesting times.”

ISSUE 2.2012

Technological Landscapes

CAT 6-11.indd 2

18/11/2011 16:12:18

:12:18

CONTENTS

CAT Magazine The Journal for Civil Aviation Training

Editorial

Editor in Chief Chris Lehman e. chris@halldale.com

Group Editor Marty Kauchak

e. marty@halldale.com

US Affairs Chuck Weirauch e. chuck@halldale.com European Affairs Chris Long e. chris.long@halldale.com US News Editor Lori Ponoroff e. lori@halldale.com RoW News Editor Fiona Greenyer e. fiona@halldale.com

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08 05 Editorial Comment

Technological Landscapes. Editor in Chief Chris Lehman examines technology's role in driving aviation and aviation training.

08 AIRLINE TRAINING PROFILE New Training Standards on the Horizon. Chuck Weirauch profiles well-known US regional airline Horizon Air.

12 TRAINING MANAGEMENT More Capable Monitoring Systems. Marty Kauchak provides insight on Training Management and Scheduling Systems from both airline and vendor points of view.

16 ROTARY WING TRAINING A Whirling Need. Robert W. Moorman provides a picture of today’s rotary wing training environment.

24 CABIN CREW TRAINING Training the Next Generation. Fiona Greenyer considers how cabin crew training is changing to engage the “net” generation.

27 MAINTENANCE ROI Calculating Payback for Safety and Training Programs. William B. Johnson, PhD and Katrina Avers, PhD examine ROI analysis techniques associated with training interventions.

32 HUMAN FACTORS

CAT Magazine (ISSN No: 0960-9024, UPS No: 022067) is published 6 times per annum (February, April, June, August, October & December)

by Halldale Media, and is distributed in the USA by SPP, 95 Aberdeen Road, Emigsville PA 17318. Periodicals postage paid at Emigsville, PA. POSTMASTER: send address changes to Halldale Media lnc, 115 Timberlachen Circle, Ste 2009, Lake Mary, FL 32746.

35 CONFERENCE REPORT Moving Ahead with the IATA Training and Qualification Initiative (ITQI).

Chris Long reports from the recent RAeS conference.

38 INSTRUCTOR TRAINING The Global Instructor. Chris Long explores instructor training at Airbus.

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

ISSUE 2.2012

Re-engaging the Pilot. Chuck Weirauch looks at whether training fully addresses the perceived disconnect between the pilot and flight deck automation incidents.

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Airline Training Profile

New Training Standards on the Horizon Chuck Weirauch visits Horizon Air to explore the training capabilities of a well-known US regional airline.

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o matter what the weather is, we fly" is not only a philosophy at US regional airline Horizon Air, but a tribute to the airline's adoption of new technologies, procedures, fuel-efficient aircraft and advanced flight crew training into its operation to become a recognized leader in its class.

Horizon is now a 100 percent capacity purchase agreement (CPA) carrier for Alaska Airlines, with that major's livery on the outside of its fleet of 48 Bombardier Q400 turboprop aircraft. However, the regional airline still retains its unique identity inside the aircraft with its Horizon Air uniformed and trained flight and cabin crews, as well as its trademark fresh-brewed Starbucks coffee and free Northwest region microbrews and wines for its passengers.

Operations Horizon Air headquarters are located in Seattle, Washington, with its Operations Center based in Portland, Oregon.

Starting off in 1981 with two refurbished Fokker F-27 turboprops and twice-a-day

service between Seattle and Yakima, Washington, Horizon was purchased by Alaska Airlines in the 1980s to become a sister airline operating autonomously within the Alaska Air Group. The regional became a CPA carrier for Alaska Airlines in January 2011, providing service exclusively for that airline.

According to Gene Hahn, Horizon's Senior VP for Operations, this change was motivated to provide better brand recognition in new markets where customers were not familiar with Horizon Air. Consequently, the original Horizon Air livery has been replaced by the Alaska Airlines livery that includes a smaller Horizon Air logo on most of its aircraft. However, Horizon's highly popular 11 Q400s that sport regional university colors will retain their original paint schemes. Lest there be any confusion about which airline is flying the Q400s, the designation "Proudly operated by Horizon Air" is emblazoned at each entry door.

Under the CPA agreement, Horizon operates and maintains its own aircraft.

Above Horizon Air adopted the trademark Eskimo of its sister company, Alaska Airlines in 2011.

Image credit: Horizon Air.

In 2011 Horizon switched to an all-Q400 fleet from one that previously included 20 CRJ 700s. Now those 48 Q400 aircraft fly an average of 10,000 departures a month to 47 destinations, primarily in the US Northwest region and the West coast.

"The Q400 burns about 30 percent less fuel than a comparable-sized regional jet, so from a fuel standpoint, any increase in the price of oil actually makes a better economic case for this airplane," Hahn said. "It's the ultimate fuel hedge. We have really simplified our mission and our training requirements, along with a lot of advantages in terms of training costs and the reliability of the aircraft by having gone to a single fleet."

According to Hahn, Horizon is looking to expand its operations by four

Hahn also cites Horizon's adoption of technology as not only a cost-saver, but one that enhances safety in its operations as well. A key cockpit technology is the incorporation of a Rockwell Collins Flight Dynamics Head-Up Guidance System (HGS) in every Horizon Air Q400.

The HGS allows the airline to have a full Category 3 operation that allows pilots to land down to 600 runway visual range (RVR) and below. The need and drive for technology such as the HGS has been borne out of necessity because so much of Horizon's flight operations are conducted in the US Northwest region

Training With such an emphasis on technology and automation in its operations, Horizon concentrates a very focused approach on automation training right from the start when new hire pilots arrive at Horizon's

primary Operations center in Portland.

Such automation training is vital upfront, since there is more to learn on the flight deck than just the HGS and FMS operations.

That's because Horizon was recently FAA-approved to conduct all Required Navigation Performance Authorization Required (RNP AR) procedures across its fleet and employs the Wide Area Augmentation System (WAAS) to enhance the accuracy of its GPS-based navigation systems. According to Horizon Air Director of Flight Standards and Training Perry Solmonson, Horizon Air was the first Part 121 air carrier to fly WAAS localizer performance with vertical guidance (LPV) approaches. After 15 years of RNP development, Horizon flew its first RNP AR approach in revenue operations in November 2011.

Each Horizon Q400 is equipped with two electronic flight bags (EFBs) from IMS Flight Deck. In addition to systems and procedure manuals, the EFBs provide satellite XM weather information and Iridium SATCOM communications

ISSUE 2.2012

Technology

with its often low-visibility weather and mountainous terrain.

"We have a lot of days where we just could not operate, especially into our focused cities, under Category 1 minimums," Hahn pointed out. "We first looked at head-up displays more in terms of a Category 3 approach and lowvisibility takeoff aid. Now we are focused on using all available technology in the cockpit."

"This means using the HGS in all takeoffs and landings, even during a visual approach, because the information available on the display is so far superior to having to do the lookup/lookdown," Hahn continued. "We also rely heavily on our flight management system, with a lot of direct-routing RNAV procedures and RNP and WAAS capabilities."

09 CAT MAGAZINE

percent in 2012, with additional services begun in January between Spokane and Seattle and Boise, Idaho and Seattle.

Other new services between San Diego and Fresno, California and San Diego and Monterey, CA will begin later this year. The airline is also looking to expand service to Alaska and has 10 options to expand its Q400 fleet if the need arises, Hahn added.

Airline Training Profile

capabilities for the pilots, as well as ACARS text messaging. Pilots also receive additional weather information from weather-condition sensors aboard the aircraft.

Currently Horizon Air has approximately 500 active pilots, all of whom have been qualified for RNP AR operations. The regional first developed a CBT training module for RNP AR training and conducted this procedure training as a part of recurrent training, Solmonson said. Now it is included in the airline's Advanced Qualification Program (AQP) Continuous Qualification (CQ) events.

During one such operational scenariodriven CQ training event, pilots must fly an RNP AR approach into Wenatchee, WA, which is surrounded by mountainous terrain, Solmonson explained.

ISSUE 2.2012

Above

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Flight Training Path

Horizon Air Technical Pilot Bruce Ofstun with

It takes about two months for Horizon Air new hires to go from walking in the door at the Portland Ops center to begin initial ground school training to when they are considered qualified to begin flying as a first officer in the right seat. After orientation, new hires go through a three-week ground school systems course.

the airline's Head Up Guidance System (HGS).

Image credit: Horizon Air.

Upon the successful completion of ground school, they are sent to the FlightSafety International training center at Seattle for ten simulator sessions on

FSI's two Q400 full flight simulators located at this facility. After this simulator course and after successfully completing their check ride, students begin their initial operating experience (IOE) program. The IOE consists of two fourday trips that include four to six legs a day. Once passing their IOE, new hires are qualified to fly the line as a first officer in the right seat.

To Horizon Air's Flight Operations Manager Alison Donway, the way the airline trains its flight crews is what sets it apart from other regionals and is one of the reasons why pilots want to stay with the airline longer than is traditional for regional pilots.

"It's one thing to incorporate new technologies, but it's a whole other thing to make sure that your pilot group is trained in such a way that they are safer and compliant," Donway emphasized.

One example Donway provided of how Horizon works to provide the most comprehensive flight crew training possible is the implementation of the airline's AQP program after its approval by the FAA in 2011. According to Donway, while most major airlines have implemented an AQP program, most regional airlines have not done so and are only now slowly getting into adopting such a non-traditional training approach. Some of the reasons for not doing so is the more traditional pilot turnover at regionals and the added expense of developing and implementing such a program, she said.

While scenario-based AQP training is more expensive, it provides the air carrier with the opportunity to gear its training to its actual operations rather

Monitoring Training In addition to an emphasis on automation training and AQP, Horizon has also recently implemented a pilot monitoring training initiative. While previously Horizon had traditionally referred to the nonflying pilot as such, now it refers to that flight crew member as the "monitoring pilot." When not actually flying, the other pilot will be engaged by observing the actions of the flight deck automation and the pilot in control. Monitoring and flying duties are rotated between the captain and the first officer.

"The pilot monitoring program is an effort designed to emphasize the importance of both pilots to flight deck safety," Donway explained. "So we have designed some training scenarios to specifically show how flight deck communications can break down without both pilots always involved in aircraft operations. The monitoring program is kind of a cultural shift for us to do this at Horizon, but it was developed to show that it is just as important to have both pilots in the game for safety and compliance."

Pilot Retention Donway's assumption that Horizon Air's training philosophy is what helps the airline retain its pilots can be borne out by the fact that the average age of the airline's pilots is 40, with an average of 11 years of service with the regional.

According to Hahn, a high percentage of new hire applicants want to spend their careers with Horizon. “Most pilots choose to fly for Horizon because of our leading edge technology and equipment, and the professionalism of our operation," Hahn explained. "They prefer the Northwest lifestyle, its affordability and our company’s culture." cat

ISSUE 2.2012

AQP Program Training

than a minimalistic, cookie-cutter approach, Donway explained. The goal of the Horizon AQP program is designed to provide more confidence-building for its pilots than that which would be attained with traditional training methodology, she said.

"It's amazing to see how you can put pilots into a real-life training scenario, which is the RNP approach into Wenatchee," Donway related. "Pilots come out of it and say 'I feel trained.' This says a lot about Horizon Air's emphasis on safety and compliance, and those are today's biggest challenges for an airline."

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"We have grown into a pretty technically sophisticated airline and the Q400 is a very unique airplane, so we want people who will embrace technology," Solmonson pointed out. "First and foremost, we are looking for captain material, so we like to say that we only hire captains.

And if pilots are looking to fly one route a day, they should look elsewhere, because that's not how regionals operate."

While Horizon Air training focuses on technology and automation training because they are key to the airline's operation, Solmonson recommends that all airlines take this approach from the beginning of their training with all new hires.

"Our philosophy is that the flight crew should grow up with the airplane's new capabilities and training until it becomes primary knowledge," Solmonson emphasized. "For example, as we get more sophisticated aircraft, if you don't train VNAV from the get-go, it's very difficult for pilots to get their heads around it after the fact."

Training Management

More Capable Monitoring Systems Group Editor Marty Kauchak examines requirements to monitor aspects of pilots’ learning continuum and provides insights on technology enablers to support these efforts.

A

dvanced tools help monitor an airline pilot’s training requirements and regulatory compliance, performance and the need for additional training. Some of the systems also allow the automatic scheduling of training events and even interface to a carrier's learning management system.

At the same time, monitoring strategies are integrating inputs from the latest learning devices, and are expanding their capability to collect data among distributed locations.

ISSUE 2.2012

Requirements

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Captain Jyri Strandman, Spirit Airlines’ director of flight training and standards, placed in perspective the broad scope of content that may be monitored from aircrews’ training programs. Some of the material from Spirit’s crew members’ learning continuum includes content from recent manufacturers’ guidance, advisory circulars, FAA Order 8900.1 (Flight Standards Information Management System), National Transportation Safety Board recommendations and industry best practices, in addition to internal topics. “We’re quite proactive in the training environment in that sense.”

Strandman, a 25-year airline veteran

who has spent most of those years developing and managing training programs at different industry carriers, added another perspective to the challenge of monitoring pilot training requirements and regulatory compliance. While Spirit Airlines trains its aircrews with the contemporary operational environment in mind; it looks three to five years into the future to better tailor training standards to its evolving business plan and anticipated regulatory changes. Regarding the regulatory environment, he added, “We have a very good relationship with the FAA. We sit down with them and say, ‘This is what we find being a salient concept and this is the direction we plan to go with it – what would you like to bring to the table that we may not be aware of, and could you offer us something we may have overlooked?”

There is yet another dimension to the breadth of aircrew training that may be monitored. Spirit Airlines’ training strategy for its pilots integrates ground dispatchers and flight attendants. “We’re reaching across to the dispatch world in those areas where our work interfaces with them, and to the back of the cabin where actions interface with flight attendants. We try to be very proactive

Above AQT Solutions' new iPad grading product (GradePad) will effectively monitor learners' performance.

Screenshot credit: AQT Solutions.

and also sensitive to those pieces that touch others’ areas of duties.”

Monitoring Strategies While Spirit Airlines’ training program is a traditional Appendix E (to Part 121 Airline Transport Pilot Certification Course)based system, it nonetheless has multiple validation gates and actively seeks feedback from instructors and pilots alike. At the end of the day, the airline’s training strategy and built–in monitoring processes help build a pilot to fit its system – with an emphasis on judgment, command presence, situational awareness and a strong set of functional skills.

And with good reason, as many of Spirit’s destinations – located in mountainous regions with one-runway facilities – are challenging for any pilot group.

Strandman further explained the airline’s program is built in a very AQP (Advanced Qualification Program) fashion. “We look very actively at when the

ISSUE 2.2012

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pilots come out of basic indoctrination and move to the mock-up trainers to learn their callouts, checklists and SOPs. We want to make sure they are ready to go into the flight training device, and if they are not ready to go through that gate, we certainly don’t want to ‘push a marshmallow through a keyhole.’ We proactively identify and reinforce functional skills early in the training program and practice them in low-level device exercises: our goal is to build a highly functional line pilot who is astute in systems, but more so operationally effective in a modern airplane.”

For its part, Spirit Airlines uses a “fairly conventional way” of collecting, tracking and recording aircrews’ training data at milestones throughout the company’s learning enterprise. “We have put our focus on integrating the data into the training quickly. We have put a lot of energy on that end and not necessarily to, ‘Do we like the way the data is coming in?’ As long as we have a data stream coming in and we can capture it and categorize it, the real task is putting it back into the training,” Strandman remarked.

On Spirit’s horizon is the prospect of adding a higher order type of training management tool. “But where we are right now as an airline, it has been very functional and practical to track this still via the data we are collecting in a fairly conventional way,” Strandman concluded.

Over at United Parcel Service (UPS), the airline utilizes the Air Training Management System (ATMS) and Crew Management System (CMS) to track pilot training requirements and regulatory compliance, crew performance and the need for additional training.

ATMS provides curriculum management, content hosting and delivery, instructor/evaluator qualification, crew member grading, crew performance data collection, training and facility scheduling, and flight training compliance.

ATMS also serves as the data management and pilot proficiency database to support UPS’ approved AQP. “Reports are produced on a periodic basis to analyze training programs and/or groups of participants and to spot developing trends. UPS has utilized ATMS for approximately 14 years,” Captain Don Drysdale, the company’s training program development manager, told CAT. CMS is used for crew scheduling and as UPS’ approved flight crew record-keeping tool. The system tracks

Training Management

qualification and currency to support training requirements such as takeoff and landing recency of experience requirements, overwater currency, consolidation and other crewmember experience thresholds required by regulatory requirements and/or company policy and procedures, and other subjects. UPS has utilized CMS for this purpose for approximately 23 years. Access to data in both systems is managed through use of user groups.

Groups are provided access to functions of the software and data based on job responsibilities. Crewmembers do have access to their own schedules and data. Staff and FAA are provided monthly and quarterly reports of key data for their review and program oversight. There is no current automated interface between ATMS and CMS. UPS has confidentiality agreements with its vendors that prevent the airline from discussing the original supplier of the systems and after procurement maintainers.

“There are new releases of both CMS and ATMS planned for 2012. The vendor that supplies ATMS plans periodic releases to address customer requests and product enhancements,” Drysdale added.

New Process Matthias Groppe, head of training at Pilot Training Network GmbH, a company of Lufthansa Flight Training, is leading an effort to field the e-Design of Training Records process. The program addresses the reality of e-learning in industry train-

Above MINT's WebAssistant provides authorization renewal workflows and web accounts for every employee to download.

Image credit: MINT Software Systems.

ing programs and other dynamics of the current industry learning environment.

The program’s underpinnings note the primacy of training records as a valid, reliable way to monitor the progress of a student over an extended training period, and the records’ required used to document the completion of the training according to the training syllabus. “However, training records that are available for training today do not allow [us] to create a situational awareness that the instructors at various training locations require, in order to track the progress of the students across various locations and longer intervals,” Groppe observed.

Indeed, he further noted that train-

ing-relevant documentation is now collected and stored according to a predefined algorithm and follows the cognitive mechanisms of the flight instructors. The e-Design of the Training Records process makes it possible to dynamically follow the learning audience’s training progress, Groppe asserted.

Results are already used for training documentation at Pilot Training Network.

Groppe, when looking further out on the program’s development horizon, said the processes’ major advantage will be gained from additional functionalities, like virtual classroom instruction or knowledge repositories that can then create shared training environments among various locations. “These are still under investigation in order to fulfill the rigorous requirements of a virtual training environment in terms of accountability. It is expected to have a product ready by end of this year,” he concluded.

ISSUE 2.2012

Join the partnership of Aviation Training Organisations International Association of Aviation Personnel Schools

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To find out more about IAAPS, our goals and membership opportunities, please visit:

www.iaaps.info

The learning community and its administrators will see a number of new products and product upgrades in this sector through mid-year. MINT Software Systems’ portfolio of scheduling, compliance, training management and other enabling products is rapidly evolving.

Of particular interest is a major upgrade release planned towards the end of April for the company’s training management system, MINT TMS. The TMS, already delivers a number of cutting-edge capabilities for functionalities in compliance and record keeping, and automatic scheduling with the distribution of its most recent upgrade, Release 6.

Mint TMS provides a glimpse of the power of automated scheduling tools for the pilot training continuum. Whereas scheduling can be reduced from days and weeks to minutes, the system also accommodates unforeseen issues, including simulator breakdowns, and emergent events, such as off-site training opportunities. A partial list of MINT's customers from around the globe using TMS for scheduling pilot training includes Emirates, United and Lufthansa Technik.

Alper Tunc, a junior manager marketing and sales at MINT, said the new functions of release 7 of the MINT TMS are already tested and will enhance the training management experience even more.

When Tunc spoke with CAT this Feb-

resources, or customer relationship management. This module will include an interface to Sabre’s CrewTrac system, and it will soon include an interface to Lufthansa Systems’ NetLine.

AQT Solutions also plans to release a new product called GradePad in the spring. “GradePad will enable instructors to grade on iPad, Android and other tablets using a totally new program optimized for the size and user interface standards of tablets,” Luecke concluded.

Virgin America, one AQT Solutions customer, recently launched ATMS, with an interface to CrewTrac, and ATMS Web as an enterprise-wide pilot training and records management solution integrated with flight operations.

For its part, the Sabre CrewTrac system offers a real-time application for tracking crew assignments, ensuring legal requirements are met, validating flight coverage and performing crew qualification checks.

“With the move to our new Sabre reservation and operational systems in October, the move to the new training systems allowed us to take advantage of the latest and most advanced crew training systems available,” Abby Lunardini, vice president of corporate communications at the airline, said, and added, “The move also supports our growing training needs - as a young, still expanding airline. We currently have 46 aircraft in our fleet and will have 52 by year-end and over 100 by 2019. The new systems infrastructure for training will help us support that growth." cat

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Product Upgrades

ruary, the company also reported it has developed an iPad app for Zurich-based SR Technics, which was released in January, and was being used to provide training and course materials to its students.

Elsewhere in the community, AQT Solutions’ Aviation Training Management System (ATMS) continues to provide another process to its expanding global customer base for the efficient, automated training management, scheduling, and recordkeeping of an airline’s training enterprise.

Greg Luecke, a spokesperson for AQT Solutions, revealed his firm’s 2012 product development plans. Included are some not too subtle strategies to more fully integrate mobile devices and other technology trends into its system. The company plans to release version 5.0 of its current products, ATMS and ATMS Web, this spring. Luecke said the major release will include many significant new or improved features. Three of many noteworthy, new features include: • Revamped grading interface: ATMS will provide a consistent grading experience across all platforms, including browsers, touch screens, mobile devices, and tablets; • Configurable user interface: Customers will be able to set color schemes, resize the screen, and configure other user interface features in order to create a look that matches the customer’s brand; • ATMS Connect: This new module will provide configurable, bi-directional integration between ATMS and other related systems, such as operations, human

15 CAT MAGAZINE

Groppe will further discuss the e-Design of Training Records initiative during a pilot track session at WATS 2012.

Rotary Wing Training

A Whirling Need With the slow, but steady improvement of the rotorcraft industry comes a corresponding need to train pilots to support several segments of the business, reports Robert W. Moorman.

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rade shows are a good barometer typically to determine the state of an industry. At the recently held and well-attended Helicopter Association International Heli Expo in Dallas, there were several industry related announcements, including news about civil pilot and maintenance training programs and training solutions.

On the eve of the conference, CAE announced that it would deploy three new simulation-based training programs for helicopter pilots and maintenance engineers. The new programs include Sikorsky S-92 training in Stavanger, Norway and São Paulo Brazil, and Eurocopter EC-225 training in São Paulo. The programs, which will feature new CAE 3000 Series Level D flight and mission simulators and Simfinity™ e-learning tools, are to support the robust offshore oil and gas business primarily.

CAE and its partners currently offer civil helicopter training in the US in Phoenix, Dallas, and New York (Morristown, New Jersey); Sesto Calende,

Italy; Dubai, UAE and Bengaluru, India.

At these locations, CAE is operating or deploying 20 advanced simulators and flight training devices. The growth plan includes a Bell 412 training facility in Mexico City/Toluca and S-76C++ training in Sao Paulo as well as a facility in Zhuhai, China. CAE also trains rotorcraft pilots at its center in Aberdeen, Scotland. The company claims to be the first maker of Level D full flight simulators for helicopters.

FlightSafety International (FSI) announced in mid-February that its new Level D AgustaWestland AW139 full flight simulator would feature the latest advances in simulation technology including a 220-degree by 60-degree field of view glass mirror display.

FSI supports offshore operators in the Gulf of Mexico at its training facility in Lafayette, La., with S-92 and S-76 full flight simulators as well as two Level 7 flight training devices (FTDs), one for the Bell 407, another for the 206 series. The trainer is also adding a new Level D qualified simulator for the AgustaWestland

Above CAE's Tropos-6000 IG has been adapted to address the unique requirements of helicopter flight training.

Image credit: CAE.

AW139 at its facility in Lafayette, and a Sikorsky S-76D in West Palm Beach, Florida.

FSI’s training center near Dallas/ Ft. Worth International Airport, which recently doubled in size to nearly 200,000 square feet, has a new Level D EC135 full flight simulator. Metro Aviation, a large completion center and EMS operator in Shreveport, La., helped to develop the EC135 simulator with additional software and other items before training began.

As part of its growth plans, FSI will offer a fleet of 17 simulators and advanced flight training devices for helicopters in various US locations and at Farnborough Airport in the United Kingdom.

On the other side of the world, during the Singapore Air Show in mid-February, Thales announced that it completed

installation of a full flight simulator for the Dauphin AS365 N3/N3+ helicopter at the Eurocopter South East Asia Training Center in Singapore. The simulator is the first of its type in Asia, Thales proclaimed.

Professional Several training houses to whom CAT spoke provide professional helicopter pilots for various segments of the rotorcraft industry, including offshore, tour operations, emergency medical services (EMS), law enforcement, electronic news gathering (ENG), firefighting, aerial photography, pipeline and power line patrol, aerial survey, construction, search and rescue, forestry support and corporate.

The US Department of Veteran Affairs has approved several schools to provide pilot training for veterans receiving assistance. Some schools are also approved by the Department of Homeland Security (DHS) to issue the I-20 form, which is required for both M-1 and F-1 visas for international students.

Advances in technology and rising helicopter operating costs have forced operators to reconsider simulation-based training as a cost effective and efficient alternative to training in the rotorcraft.

“The rotorcraft training business is

director rotorcraft business development for FSI. Helicopter operators serving the offshore oil and gas industry will account for much of the growth in pilot training, Ferito added.

Above FSI's new Level D AW139 FFS features a 220º x 60º field of view glass mirror display.

Image credit: FlightSafety International.

slowly moving in the direction that fixedwing training moved 20 years ago,” from aircraft-based to simulator-based training, said Peter Cobb, program lead, CHC Training, CAE. “The two big growth drivers this year will be rotorcraft pilot training and maintenance training,” said George M. Ferito,

Simulators But not all trainers are sold on simulatorbased training.

“We believe in the power of simulation, but we also feel very strongly about building time in the actual aircraft,” Trey Wade, director of the Bell Training Academy said.

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ISSUE 2.2012

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Rotary Wing Training

“Here the students finish their training in the aircraft.”

B.J. Lewis, chief flight instructor for the Academy agreed: “In the aircraft, we do full down auto-rotations, hydraulic failures to the ground and tail rotor malfunctions, and you can’t do that in the simulator. That is why people come to us.”

Founded in 1947, the Bell Training Academy, based at Alliance Airport in Hurst, Texas, offers initial and recurrent training on every civil helicopter Bell produced. Bell has trained more than 120,000 pilots and aircraft maintenance technicians.

But the makers of simulator-based training say today’s full flight simulators and FTDs for rotorcraft are much more realistic than in years past. Simulatorbased training reduces a helicopter operator’s training costs and it’s safer, they contend.

CAE’s Cobb said 23 percent of helicopter accidents occur during training.

“If that same training were conducted in a high-fidelity simulator, those aircraft training accidents could be eliminated,” he said.

The debate of simulator-based versus

Above The Airports Authority of India (AAI) and CAE agreed to launch a helicopter ab initio pilot training program later this year.

Image credit: CAE.

aircraft-based training shows no signs of diminishing. But trainers agree about the growing need for newly minted and experienced helicopter pilots. And that need opens up several opportunities for training providers.

The NEW online

CAE launched plans for an ab initio helicopter pilot training program recently at the CAE Global Academy Gondia, in India. This marks the first foray into the helicopter ab initio world for CAE. Within three years, Gondia is expected to graduate approximately 100 new helicopter pilots annually. The program will lead eventually to a commercial helicopter pilot license (CHPL).

Another sign that rotorcraft pilot training is gaining ground are the new services being offered to various seg-

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ISSUE 2.2012

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Finding out how much helicopter pilot training costs is challenging. The big players don’t want to specify training costs for the various levels of training for fear that it would give competitors an edge.

CAE, FSI and Bell Training Academy declined to provide specific rate information.

All American Helicopters, a wholly owned subsidiary of US Aviation, which also offers fixed wing training, states that the cost for its professional pilot helicopter training program is between $67,850 and $72,350, depending on the need for additional training. A private helicopter pilot license costs $13,650; instrument rating, $13,600; commercial, $27,700; CFI, $6,450 and CFII, $6,450.

“We are trying to find ways to increase access and keep our prices low,” Wade said. One way, he said, is to replicate training internationally by

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Keeping Costs Down

dispatching roving training teams to the operator’s base. In 2011, Bell trained 2,000 AMTs, of which 800 were trained off site.

There is little doubt that training for a helicopter rating is more expensive than the same rating in a fixed-wing aircraft. However, simulator-based training is significantly less than aircraft-based training. Cost of the helicopter, relative to the cost of in-aircraft training in a fixedwing aircraft is higher. Higher insurance premiums adds to the cost of training in a helicopter. Nevertheless, buying, even leasing FFS and FTDs is costly. If the aircraft is owned outright, some operators see in-aircraft training as more palatable.

To help reduce simulator-based training costs, the larger training houses today rely more on FTDs rather than full flight simulators during the course of training; this is a logical progression to the practice of using a simulator over an actual aircraft.

According to an experienced training executive, there are three factors that impact the negotiated price for simulation-based training: volume, frequency and competitive pressure. A high number of pilots scheduled to train more often helps drive down the training costs.

“It’s unfortunate that price becomes the primary driver in the decision to use an FTD or FFS,” the executive said. “The real focus should be on the much more comprehensive nature of simulationbased training versus in-aircraft.”

The military recognized the value of simulation-based training early on. And the airlines saw the value of simulatorbased training, and in-aircraft training accidents dropped appreciably. The fixed wing business aviation community saw the light in the late 1960s. Now helicopter operators are recognizing the value in cost, safety and time in a simulation-based training program. Which could account for why there is so much activity in this area today.

The larger training houses and solutions providers often overshadow the many other training organizations operating today. Below are a few helicopter pilot training houses that CAT would like to recognize.

• Hillsboro Aviation - Located in the Pacific Northwest at the Portland-Hillsboro and Portland-Troutdale airports, Hillsboro Aviation provides rotorcraft pilot training to students from all over

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ments of the civil rotorcraft industry.

The rotorcraft industry recognizes that human factors play a significant role in rotorcraft accidents. As such, human factors are becoming part of the training curriculum for rotorcraft pilots, particularly those enrolled in commercial and train-the-trainer programs.

Night vision goggle training in the civil market also is becoming more prevalent, said Bell’s Wade. Bell provides trainthe-trainer programs for pilots and aircraft maintenance technicians (AMTs).

The training follows the recurrent training typically, according to Charles Fisher, technical training manager.

The global need for helicopter pilots in a variety of disciplines could outpace supply. Some industry watchers warn of a coming helicopter pilot shortage worldwide – driven in part by the up tick in various segments, such as offshore, EMS and law enforcement – but much of the information gathered is anecdotal. CAT could not find a current study to back this claim.

“I don’t have all the numbers to say that there is definitely going to be a shortage in helicopter pilots, but the pieces are there,” said Kit Darby, Kit Darby.com, a consultancy and pilot job counseling service. Darby sees a growing need for helicopter pilots internationally and that salaries are sometimes better than those offered to fixed wing pilots.

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the world. Its Helicopter Professional Pilot Program, which can be completed in 10-12 months, includes courses for private, commercial, instrument and CFI/CRII. It also provides turbine transition, external load and mountain flying training. All courses are FAA Part 141 approved.

The training fleet consists of Robinson and Bell helicopters primarily, including the R22, R44, Bell JetRanger/ LongRanger/407/205 as well as the Schweizer 30CB. Students have the option of using Frasca FTDs during instrument training to develop situational and procedural awareness and to help reduce training costs.

The VA has approved Hillsboro as a training facility for veterans receiving financial assistance. DHS also allows Hillsboro to issue the I-20 form required for both M-1 and F-1 visas for international students.

• Bristow Academy - This division of the Bristow Group Inc. operates four campuses in Titusville, Fla., Gloucester, UK and in New Iberia, La., and provides FAA and EAA-approved helicopter pilot training up to the commercial pilot level. The training fleet includes more than 70 helicopters, including several Schweizers as well as the Eurocopter AS355 Twin Star.

The Academy employs approximately 200 people at the four campuses and regularly flies over 4,000 hours every month.

In September 2011, Bristow Academy and Rotorworld Institute LLC launched a joint venture agreement to offer Helicopter Underwater Egress Training (HUET). The eight-hour course includes two hours of classroom and six hours of practical instruction.

• All American Helicopters - This wholly owned subsidiary of US Aviation

is FAA Part 61 and Part 141 certified, and is approved by the US Veterans Administration to offer rotorcraft pilot training for veterans. AAH offers private, instrument, commercial and certified flight instructor training. AAH works with the University of North Texas and Tarrant County Community College in Ft. Worth. The training company is in negotiations with Texas State Technical College in Waco to offer pilot training as part of a two-year associate degree program.

Students average 50-60 hours to obtain their private license, another 40 hours for instrument, and 150 total hours for commercial pilot license. All flight training is done in the actual aircraft. The company has no simulators, but is considering adding an FTD. Flight training covers all the basic flight and hover maneuvers and emergency procedures and maneuvers, including auto-rotation, run on landings and working in confined areas. The school trains an average of 50 helicopter pilots annually. The training fleet consists of four piston-powered Schweizers

think inside the box

Above Hillsboro Aviation's fleet consists primarily of Robinson and Bell helicopters.

Image credit: Hillsboro Aviation.

helicopters, three 300Cs, one 300CBI and a Robinson R22.

• Mountain One Helicopters - This Colorado-based trainer provides flight training at two locations. Mountain One North is based just north of Denver, Colo. at Erie Airport (KEIK). Mountain One South is located just south of Denver, at Centennial Airport (KAPA). A majority of the training at the north location is off-airport, mountain-based flying surrounded by the highest peaks in the lower 48 states.

The company flies the turbocharged Enstrom 280FX, two Schweizer 300Cs, a Robinson R44, and a turbine-powered Enstrom 480B. In addition to their locations north and south of Denver, Mountain One operates a mountain campus near Telluride, in Southwest Colorado. cat

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ISSUE 2.2012

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Bosch Rexroth supplies motion system for first Chinese cabin crew trainer Chinese airlines ask for proven high-tech solutions To prepare cabin crew in the best possible way for their duties up in the air, the need for the possibility to train dynamically is growing. That is why several airlines – including China Eastern Airlines in Shanghai – have meanwhile started the use of a so called dynamic cabin crew trainer. Various system integrators from China, Germany and UK that develop and construct these training facilities use the motion systems and associated knowledge and experience of Bosch Rexroth.

Cabin crew trainers are used to train the cabin crew in an environment that best approaches the reality up in the air. Of course it is first of all important to know all procedures and rules but a dynamic environment is also desired to get used to the psychological pressure that occurs in emergency situations – fire on board, crashing, heavy weather. Only when this environment best approaches the reality will it be possible to trick the brain and to

Construction of the CEET A CEET is constructed of a part of the fuselage of an airplane cabin combined with a motion system. The cabin contains all matters that are relevant to the training, including the crew and passenger seats, the cockpit, the pantry and, of course, the emergency exits. In addition systems have been included as a result of which the training participants receive various types of information that they need to interpret, value and use to perform the correct acts. This regards both visual information (via the cabin interior, lighting indicators, warning lights, seats of a fire, training participants or actors and displays) and auditive signals originating from a sound system that simulates the airplane sounds but also the sound of passengers. At least as important are the motions experienced by the cabin crew as a result of, for instance, turbulence or crash situations and finally they can receive various signals in the form of heat, air pressure and smell.

thus actually train the cabin crew in the best way.

Motion System for Cabin Emergency Evacuation Trainer One of the companies that has meanwhile truly won its spores in this area is Bosch Rexroth. This company operating all over the world even developed the first motion system for CEETs twenty-five years ago. This abbreviation stands for Cabin Emergency Evacuation Trainer. With these CEETs realistic (crash) situations can, among other things, be simulated in the course of which the cabin crew is taught how to use the evacuation slides safely under difficult circumstances. The trainer can opt for various scenarios where the CEET follows a specific sequence of motions accompanied by the thereto pertaining other signals.

It is clear that the visual and auditive signals can be simulated relatively easily. This does not apply to perceptible signals that are evoked by the motions made by an airplane in various emergency situations. In order to have the cabin make these motions as a result of which the training participants really consider themselves to be in the simulated situation a sophisticated motion system as well as sound knowledge of the thereto pertaining accelerations and speeds is required. For instance, the accelerations and speeds cannot exceed a specific threshold in order that the training participants are protected against bodily harm and the system against damages. Moreover, the system must have been constructed such that when, for instance, the power fails the cabin can be returned to a safe position in a controlled manner. To put it briefly: an intensive cooperation between the system integrator and the suppliers of the various subsystems is essential to design an optimal CEET. Motion system Fairly frequently the knowledge and experience of Bosch Rexroth is used for the motion system. Throughout the years this company has developed, constructed and delivered many systems that simulate reality into the minutest detail. This includes, among other things, flight, driving, boat and crane simulators and also the simulation of a cabin crew trainer.

The motion system of a CEET consists of a motion platform and the external platforms, three hydraulic actuators, a hydraulic aggregate, the control system, an A frame and a shearing e Courtesy of TFC - Simulatoren und Technik GmbH Project ; Czech Airlines

www.boschrexroth.com/motion For the benefit of safety every actuator has been provided with hydraulic end buffers and special valves are used in order to freeze the airplane in a random position. Moreover, an intelligent design was created that can store hydraulic energy should the motion system temporarily require a higher oil volume flow.

For instance during the simulation of a hard landing of the airplane on the ground; a so called crash landing.

Control The complete system is controlled by a digital system based on Fedore Core Linux with Real Time Application Interface (RTAI).

The writing of the correct algorithms for obtaining the desired motions requires the necessary knowledge and experience. But when both elements are available then all motions that the relevant airline wants to train can actually be programmed. This first of all regards divergent static crash positions but in additional all sorts of dynamic motions that simulate the various phases like taking off and landing, the performance of an emergency landing, engine failures, turbulence and cabin vibrations.

The Cabin Crew Emergency Evacuation Trainers motion systems that have thus far been developed and constructed by Bosch Rexroth are – depending on the model – used for narrow bodies (airplanes with one aisle) and wide bodies (airplanes with two aisles). c Courtesy of EADS-RST Rostock GmbH - Germany Project ; China Eastern Airlines

mechanism. Thus the system offers three degrees of freedom.

By controlling the actuators independently the platform can move upwards and downwards (heave), perform a rolling motion, rotate around the longitudinal axle (roll) and rotate around the lateral axle (pitch).

The three hydraulic actuators have been designed to realise the significant forces that are required to set the mass of the fuselage on the system in motion and to realise accelerations up to a maximum of 1 G. The generation of these significant forces is not really a problem, but to transfer the dynamic motions in a completely controlled manner such that the people in the simulator really consider themselves to be in an airplane requires far reaching competences of both the system integrator and the supplier of the motion system. Hence high-tech proportional servo-operated valves, integrated positioning sensors and oil seal rings with a low friction have, among other things, been used; all to realise extremely steady motions that moreover smoothly pass from the one to the other. After all, just one shock as a result of friction of a seal ring in the cylinder will interrupt the realistic experience.

Future For the future Bosch Rexroth expects , for various reasons, to take significant steps in, among other things, the Asian region.

First of all the economy of various countries in Asia, including China, the Soviet Union and India, is growing relatively fast and these countries simply ‘do’ quite well as a result of which the air traffic also increases here. Hence, an excellent time to broadly deploy all accumulated knowledge and experience.

CEET in China The first CEET in China has meanwhile been installed and commissioned by China Eastern Airlines in Shanghai (see picture). It regards a trainer for an Airbus 320 /321 that fully complies with the Chinese CAAC legislation and regulations. From the very beginning the Chinese branch of Bosch Rexroth was closely involved in the development and construction of the motion system and made optimal use of all the knowledge and experience that has been accumulated at the Dutch branch in Boxtel. Thus 24/7 local support is available in China.

CABIN CREW TRAINING

Training the Next Generation Fiona Greenyer looks at the ways in which cabin crew training is evolving to engage the ‘net’ generation.

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he majority of new entrants into cabin crew training are from the so-called ‘Generation Y’, defined as those born after 1982.

These young people have grown up in an environment in which computers, the internet and virtual reality are the norm. They have different skills, are motivated by different issues and have different ways of learning from more traditional “chalk and talk” methods. The aviation community is now developing new ways to recruit, educate, train and retain the next generation of aviation professionals.

Countless advancements have occurred in the evolution of training the next generation of cabin crew.

From online pre-qualification training to interactive recurrent training, airlines have been looking for new ways to save money but also keep relevant to the way their students learn.

The advent and adoption of new ways of doing business have seen aviation professionals using a multitude of different devices as learning tools. The

advantages of such devices are massive, however as Ivan Noël, president of Inflight Institute.com pointed out that if implemented incorrectly the results can be disastrous. If the developed content cannot be viewed by all devices at any time, the litmus test of the learning system has failed.

Blended Learning InflightInstitute.com believes that a blended approach is paramount in teaching the ‘net’ generation of learners. This generation, and the ones that will follow it, has a ‘hyper-texting’ mindset, they are able to multi-task with various devices and have a need for instant gratification and knowledge. They love technology and want to use it. A blend of self-paced learning, classroom learning and handson learning achieves the best results for the "net" generation of learners according to Noel. He believes that this fine balance between the technological and human elements are the biggest challenge to the successful delivery of onlinebased training.

Above TFC believes that realistic hands-on training increases knowledge retention.

Image credit: TFC Simulatoren und Technik GmbH.

German company TFC offers computer-based training to its cabin crew students, but are convinced that it is important to emphasise the human performance aspect of training as well. This means that the company has transferred the theoretical training from the classrooms into the cabin simulators where they create the most realistic training situation available.

Alongside the CBT, TFC has found that using the realistic practical training helps the flight attendants retain more information. Having experienced this kind of training, attendees leave the training session having gained the confidence to handle emergency situations, and furthermore, this integral training conveys team building. TFC has found that younger flight attendants feel more

Teaching methods have been developed to become more relevant to today's 'net' generation.

Image credit: CAT of Sweden.

The internet is a powerful tool for learning, but Strandberg was careful to point out that her instructors take the time to make the students aware of what is the best content to use from the internet. “This is the downside of the web” she said.

Noël also made this point. “We will release some of our video productions to YouTube for information and promotion,

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Above

however we never use YouTube as reference links within our programs. Airlines must be very cautious of including such uncontrollable means of media within their learning system.”

As instructors, Strandberg noted that they have to make time within a class for online searches which can be demanding for the instructors who have to be open minded about this way of learning, as they themselves are from a completely different generation.

In order to achieve the greatest saturation of knowledge, there must be a great focus on the end user.

Wolfgang Jabornik, Head of Training at Flight Attendant Safety Training GmbH told CAT his company has noticed three big changes in teaching the new generation of cabin crew.

New studies prove that over half of new cabin crew entrants expect to leave their employer within two years, and 40% are expected to leave within one year.

Learning tools have to be adapted to the interests of this new generation of cabin crew. “Trial and error is the keyword of this generation that is used to playing computer games” he explained. “Their attention span is short, learning tools

25 CAT MAGAZINE

confident in using new technology for training, but in order to retain information, the practical training has shown evident advantages.

Cabin Aviation Training of Sweden AB was started in 2005, and since the beginning of 2011 has had approval from the Swedish Transport Agency for a selfsponsored Cabin Initial Safety Training course according to EU-OPS 1.1005. The course is two weeks long and covers subjects such as general aviation knowledge, first aid, service, crew resource management, fire and smoke training, water survival and discipline and responsibilities.

Ann-Charlott Strandberg, Head of Training at CAT of Sweden commented that the methods of teaching that they use have had to be updated and developed to be relevant to the students they are teaching today. The vast majority of CAT of Sweden’s students are aged between 21 and 35 years old, and old styles of teaching and learning are not an effective way to teach them new skills and knowledge. Strandberg noted that students used to be passive, sitting in a classroom looking at PowerPoint slides. They found that this was not an effective method of teaching so they banned PowerPoint!

beiJing

seouL

CABIN CREW TRAINING

online so we don’t have to take time for are consumed repeatedly and less intenAirline View stAvAngeR this during precious course time.” sively, more often and for a short period Swedish airline Novair uses a combinaThe challenge for Novair is to get of time. They are used to the availability tion of elearning and practical training.

AMsteRDAM AbeRDeen the ‘oldies’, cabin crew aged 37 years of information 24 hours a day, seven days Last autumn PRAgue they examined 36 brand buRgess hiLL / LonDon zhuhAi bRusseLs and up, to get into and understand this PARis a week.” new cabin crew and the majority were DeLhi (2013) bAReLi world of technology. However, RoMe PALMA De MALLoRcA FAST offers a pre-employment 21 to 26 years old. Anna Mellberg Karls- RAe new bARceLonA (2012) MADRiD cLARk AiRrevealed bAse / MAniLA (2013)the stucourse feedback that course which is 100% online and worth son, chief cabin safety instructor at gonDiA evoRA DubAi MontReAL dents wanted more practical training.

Moncton two days of an airline ground course.

Novair said, “These new recruits were toRonto LAngkAwi bengALuRu This type of training is constantly The company also offers an initial safety online most of the time with smartnew YoRk / MoRRistown kuALA LuMPuR vAncouveR evolving, with social media becoming training course which consists of about phones, iPads etc., but to our surprise singAPoRe sAn FRAncisco chARLotte more widely used as a tool for com80% e-learning and the rest as practical they were not so eager to go online for DALLAs munication. FAST uses Twitter as a training.

The course takes 12 days to course related issues.”

Phoenix MiAMi means for students to ask questions, complete and covers the generic aspects The airline recently got rid of all sAn Diego DouALA and CAT of Sweden uses Facebook of safety training.

The advantages for books in favour of putting the Cabin Mexico citY / toLucA sYDneY to interact with their students. The airlines employing successful students Crew Manual on the company informa‘net’ generation requires a specific from this course means that they have tion portal, but found that the students MeLbouRne (2012) PeRth blend of learning styles and tools to 12 less days of training to complete preferred the Manual in paper format. achieve the best results for all parties with their new crew. The ground course “Luckily 40 copies were saved for trainJohAnnesbuRg (2012) LiMA (2012) involved. cat can be carried out at the students’ own ing purposes!” said Karlsson. sÃo PAuLo pace and in their own time.

They are “The only course we have as CBT Learn More not on the airline’s payroll for the time today is Dangerous Goods training. We sAntiAgo For more information about this subject they complete the course, and for airare looking into different courses in and other cabin crew training topics, be lines recruiting these students it means CBT to complement classroom trainsure to attend WATS 2012, 17-19 April, that they have 12 days less of training to ing,” explained Karlsson. “We are planOrlando, USA. www.halldale.com/wats. carry out with their new crew. ning for the crew to perform the tests new cAe commercial Aviation training Locations Deployed or Announced in 2011-2012 barcelona, spain New CAE training centre to open in 2012; Vueling is the anchor customer

Recent cAe training expansions

other current cAe

beijing, People’s Republic of china CAE offers Boeing 777 simulator training at the Air China training centre Delhi, india New training centre in the National Capital Region, a joint venture of CAE and InterGlobe Enterprises Dubai (silicon oasis), uAe Emirates-CAE Flight Training will deploy a 2nd training centre in Dubai, focused on airline training; flydubai is the anchor customer Johannesburg, south Africa CAE offers capability on an Airbus A330 simulator at South African Airways’ training centre kuala Lumpur, Malaysia Asian Aviation Center of Excellence (AACE), joint venture with AirAsia Lima, Peru 3rd training location in South America, anchor customer LAN

são Paulo, brazil Expansion to 10 simulator bays AMTS Group Industry’s 1st business jet training capability in South America, Phenom joint venture with Embraer Industry’s 1st civil helicopter training capability in South America, S-76C++ joint venture with Lider Aviacao S-92 and EC-225 civil helicopter training in 2014

Prague, czech Republic CAE offers capability on simulators owned by CAE and by Czech Airlines

ISSUE 2.2012

san Francisco, california usA CAE offers A320 simulator capability at the new Virgin America training centre Palma de Mallorca, spain CAE offers capability on a Boeing 737NG simulator owned by Air Europa

Brussels, Belgium

Brussels, Belgium

Charlotte, USA

Douala, Cameroon

Dallas, USA

Evora, Portugal

AG • info@interfire.fi • www.interfire.fi

Vis it u Boo s at W th n ATS o World of Simulation . 20 !

1 santiago, chile Expansion to six simulator bays

zhuhai, People’s Republic of china Zhuhai Flight Training Centre expansion to 24 simulator bays, joint venture with China Southern Airlines 1st civil helicopter training in Asia in 2012 – S76C++

new cAe business Aviation and civil helicopter training Locations Deployed or Announced in 2011-2012

Dubai, UAE

Gondia, India

London / Burgess Hill, UK

Langkawi, Malaysia

Madrid, Spain

Moncton, Canada

Miami, USA

Perth, Australia

Montreal, Canada

Phoenix, USA

New York / Morristown, USA

Rae Bareli, India

Paris, France

San Diego, California

Construction & Training Phoenix, USA

Aberdeen, scotland uk Acquisition of CHC Helicopter AS332L/L1 Super Puma and Sikorsky S-61 training resources

er Asia Trainaviation training in Asia 1 CAE oor business D 7 B 78

Manila / clark Air base, Philippines Philippine Academy for Aviation Training, joint venture with Cebu Pacific Air

seoul, korea CAE supports an Airbus A330 FFS for Asiana and offers capability to third-party operators

cAe global Academy

training Locations Locations

Aviation Fire Training Simulators in Amsterdam, the netherlands Addition of business aviation training India

co-operation with TFCBengaluru, – Käufer GmbHAmsterdam, The Netherlands

Rome, Italy

CAE Global Academy Sites

Sesto Calende, Italy Singapore

st

Melbourne, Australia CAE’s 1st business aviation training centre in Australia will open this year

Sydney, Australia Toronto, Canada

Mexico city / toluca, Mexico Mexico’s 1st business jet and civil helicopter simulation-based training facility

30 years experience

stavanger, norway Acquisition of CHC Helicopter AS332L2 Super Puma training resources S-92 civil helicopter training in 2014

State of the art cabin training devices made in Germany Aviation schools and training centers at four locations

vancouver, canada Acquisition of CHC Helicopter S-76C++ training resources

CAT MAGAZINE

26

Rick Adams, Editor; Maria Pagano, Sebastien Larue, Contributors; Stéphane Quiniou, Graphic Design Reader feedback welcome: flightnews@cae.com

www.tfc-kaeufer.de

CAE, St-Laurent, Quebec, Canada H4T 1G6 • cae.com • Civil Simulation and Training News is a publication of CAE. © 2012 CAE All rights reserved. NC1028

NC1028_V05_spread.indd 1

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Civil Simulation and Training news Issue no.28 April 2012

AirAsia: 1st long-term commitment to MPL by a major carrier CAE will train more than 200 additional new AirAsia A320 First Officers in a competency-based Multi-crew Pilot License (MPL) program to be conducted at training locations in Malaysia.

“AirAsia’s growth requires a steady supply of highly qualified and well-trained pilots and other skilled aviation personnel. The CAE program is the world’s premier MPL training curriculum, and we have seen first-hand in our flight operations that it is producing the next generation of pilots who will fly safely and efficiently,” said Tony Fernandes, Group Chief Executive Officer of AirAsia.

The first AirAsia-sponsored CAE MPL cadets graduated on schedule last summer and are successfully flying revenue flights for the airline as A320 First Officers. A second AirAsia-sponsored MPL class is currently training at CAE; they are scheduled to graduate this summer.

“We commend AirAsia for their commitment to competency-based cadet training,” said Jeff Roberts, CAE Group President, Civil Simulation Products, Training and Services. “Their decision is validation that the new First Officers have met or exceeded every expectation, and a testament to the systematic rigor and high-quality governance which the CAE MPL team designed and implemented throughout this innovative program. The standards are regarded as the highest in the world for an MPL program.”

CAE A320 FFS for Virgin America is RFT in San Francisco

A CAE-built Airbus A320 full-flight simulator at the new Virgin America training centre in San Francisco, California USA is ready for training, qualified to Level D Part 60 requirements by the FAA. The simulator is also qualified for training of Required Navigation Performance / Authorization Required (RNP / AR).

CAE and LAN inaugurate Chile training centre expansion

CAE has inaugurated its expanded training centre in Santiago, Chile with anchor customer LAN Airlines. The centre has two simulators for Airbus A320, two for Boeing 767-300ER, as well as a 3D flat-panel integrated procedures trainer (IPT) for training on Airbus A320 and A340, two door trainers and two scale models to train crews in case of an emergency evacuation of the cabin.

CAE Mexico opens for Bell 412 and Learjet 40/45 training Mexico’s first business jet and civil helicopter training centre is open and ready for pilot training. New full-flight simulators for the Bombardier Learjet 40/45 aircraft and the Bell 412 helicopter were recently qualified to Level D-equivalent standards by Mexico’s Dirección General de Aeronáutica Civil (DGAC). The new CAE training centre is located at Mexico’s leading business aviation airport, in Toluca, Mexico, easily accessible from Mexico City.

CAE’s Jeff Roberts (left) and AirAsia CEO Tony Fernandes celebrate the signing of the MPL agreement with young AirAsia employees

12-03-28 9:54 AM

cAe is growing globally to meet your training demand

Jeff Roberts, Group President Civil Simulation Products, Training and Services

cAe type-rating training deployed or in development in 37 cities for airline, business aircraft and civil helicopter training – plus 11 CAE Global Academy flight schools You may have noticed that CAE has steadily announced a significant number of new civil aviation training locations as well as expansion of other training centres. We have deployed or announced 18 new training facilities or locations – including 12 new commercial aviation training locations and six new business aviation and civil helicopter locations – plus four expansions in 2011-2012. For the complete list, see the map on page 4.

Quite simply, we’re doing everything we can to keep one step ahead of customer training demand. These training locations are anchored by a partner airline or long-term training services agreement with one or more customers. These airlines, as well as business aircraft and helicopter operators, are driving industry growth, and they need the highest-quality professional crews to address the upward trajectory in their respective markets.

This brings the total number of global locations to 37 where CAE currently offers or will soon deploy civil aviation training.

We operate more than 170 full-flight simulators and have announced several others.

CAE’s approach is to co-locate advanced simulation-driven training resources with a customer or in a hub city served by a significant group of operators. By being close to the customer, we save them time and reduce expense, enabling them to be more operationally efficient and effective.

We also own, manage or support 11 separate locations of the CAE Global Academy on five continents, the world’s largest network of ab initio flight schools.

The CAE civil aviation training locations range from partnerships delivering comprehensive training for a range of aviation professionals – pilots, maintenance technicians, cabin crew, ground personnel and dispatchers – to placement of a simulator at a customer’s location or marketing of a customer’s available simulator resources.

We are also very, very flexible in our working relationships, tailoring each program to the customer’s unique business model. Our partners include airlines, OEMs, aviation business organizations, and government agencies.

All of CAE’s efforts, of course, are focused on training each aviation professional to become more knowledgeable, more skilled, and better equipped to make decisions for the safety and success of each flight.

- Jeff Roberts

Industry feedback invited: new web-based LOC-I and upset recovery training tool CAE and Aviation Performance Solutions (APS) have developed a new web-based tool designed to help standardize full-flight simulator (FFS) instructor knowledge for loss of control in-flight (LOC-I).

The initial CAE-APS training scenario features an aircraft upset event in which a pilot-in-training is attempting to recover from a nose-low, high-bank upset condition in an FFS for the Boeing 737 aircraft.

The presentation uses high-definition video, graphic representations of avionics displays and aircraft controls, and a stealth view animation of the aircraft in flight. The aircraft displays and animation are provided through CAE Flightscape software, which captures

2

NC1028_V05_spread.indd 2

the data from the simulator event much as a flight data recorder captures information for aircraft in flight.

CAE and APS are making the initial LOC-I scenario available for aviation industry participation and comment through April 28, 2012. Instructors and pilots are invited to view the multimedia presentation (http://www.apstraining.com/cae/caeaps-ffs-ipstandardization-session-1-1/), provide feedback on what instruction they would provide to a student during the LOC-I event scenario, and compare their responses with those of training experts.

CAE introduces next-gen IPT CAE has developed a next-generation CAE SimfinityTM integrated procedures trainer (IPT) with an enhanced virtual cockpit, higher-resolution graphics, cost-effective tactile controls, and a new “grab & move” user friendly touch screen interface.

The new IPT leverages the Microsoft Windows Presentation Format (WPF), a new API for creating graphical user interfaces. WPF supports both vector graphics and high-resolution images, enabling more intuitive training aids, multi-touch capability and cost savings compared with previous generation devices. The CAE Simfinity IPT will also offer optional sound and visual simulation for a more immersive experience.

us Airways and cAe sign Long-term support Agreement for FFss CAE and US Airways signed a five-year Long-Term Support Agreement (LTSA) through which CAE will assist the airline with simulator planning and engineering for six Airbus A320 and A330 full-flight simulators located in the United States in Charlotte, North Carolina and Phoenix, Arizona.

CAE’s new efficiency-oriented solution enables airline simulator training centers to improve schedule predictability in planning multi-year updates and reduce life-cycle training costs by lowering execution risks. The LTSA can include spares, repairs, updates, upgrades, technical training and other engineering support. The CAE LTSA features price protection that covers all included updates and services.

Recent cAe Full-Flight simulator sales • Air China A320 and Boeing 737 • Alpha Aviation Group A320 • ATR 42/72-600 to ATR • Cebu Pacific Air A320 • Emirates-CAE Flight Training Boeing 737NG • Ethiopian Airlines Bombardier Dash 8 Q400 • InterGlobe-CAE JV, Delhi, India A320 (two) • Shandong Airlines Boeing 737 • Shanghai Eastern A320 and Boeing 737 • Zhuhai Flight Training Centre ERJ-190

President Aquino, Cebu & CAE break ground on Philippine Academy for Aviation Training

CAE Simfinity Next-Gen IPT to be available for A320, A350, Boeing 737 and other aircraft platforms

Did you know?

Cebu Pacific Air, the Philippines’ largest national flag carrier, and CAE broke ground in January for their new aviation training centre in the Clark Freeport Zone, northwest of the national capital of Manila.

The joint venture to be known as the Philippine Academy for Aviation Training, Inc. (PAAT) is expected to start operations in the third quarter of 2012 and will have the capacity to train over 2,500 pilots annually, as well as other aviation professionals for Cebu and third-party airlines in the region.

• CAE will install an ATR 42 / ATR 72 full-flight simulator (FFS) at its commercial aviation training centre in Bengaluru, India.

The FFS will be ready for training in the summer of 2012.

The groundbreaking was attended by Philippine President Benigno Aquino III, Canada’s Parliamentary Secretary to the Minister of Foreign Affairs, Mr. Deepak Obhrai, Philippine government officials, and representatives of Cebu and CAE.

• CAE will deploy Sikorsky S-92 training – including searchand-rescue (SAR) mission training capability – in Stavanger, Norway and São Paulo, Brazil, and Eurocopter EC-225 training in São Paulo.

The training centre will initially be equipped with two Airbus A320 FFSs with capability to expand by two additional simulators. Training is expected to be added in the future for cabin crew, dispatch, ground handling personnel and cadets.

Philippine Academy for Aviation Training

12-03-28 9:55 AM

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new cAe commercial Aviation training Locations Deployed or Announced in 2011-2012 barcelona, spain New CAE training centre to open in 2012; Vueling is the anchor customer beijing, People’s Republic of china CAE offers Boeing 777 simulator training at the Air China training centre Delhi, india New training centre in the National Capital Region, a joint venture of CAE and InterGlobe Enterprises Dubai (silicon oasis), uAe Emirates-CAE Flight Training will deploy a 2nd training centre in Dubai, focused on airline training; flydubai is the anchor customer Johannesburg, south Africa CAE offers capability on an Airbus A330 simulator at South African Airways’ training centre kuala Lumpur, Malaysia Asian Aviation Center of Excellence (AACE), joint venture with AirAsia Lima, Peru 3rd training location in South America, anchor customer LAN Manila / clark Air base, Philippines Philippine Academy for Aviation Training, joint venture with Cebu Pacific Air Prague, czech Republic CAE offers capability on simulators owned by CAE and by Czech Airlines san Francisco, california usA CAE offers A320 simulator capability at the new Virgin America training centre Palma de Mallorca, spain CAE offers capability on a Boeing 737NG simulator owned by Air Europa seoul, korea CAE supports an Airbus A330 FFS for Asiana and offers capability to third-party operators

Recent cAe training expansions Amsterdam, the netherlands Addition of business aviation training são Paulo, brazil Expansion to 10 simulator bays Industry’s 1st business jet training capability in South America, Phenom joint venture with Embraer Industry’s 1st civil helicopter training capability in South America, S-76C++ joint venture with Lider Aviacao S-92 and EC-225 civil helicopter training in 2014 santiago, chile Expansion to six simulator bays zhuhai, People’s Republic of china Zhuhai Flight Training Centre expansion to 24 simulator bays, joint venture with China Southern Airlines 1st civil helicopter training in Asia in 2012 – S76C++

new cAe business Aviation and civil helicopter training Locations Deployed or Announced in 2011-2012

other current cAe training Locations

cAe global Academy Locations

Bengaluru, India

Amsterdam, The Netherlands

Brussels, Belgium

Brussels, Belgium

Charlotte, USA

Douala, Cameroon

Dallas, USA

Evora, Portugal

Dubai, UAE

Gondia, India

London / Burgess Hill, UK

Langkawi, Malaysia

Madrid, Spain

Moncton, Canada

Miami, USA

Perth, Australia

Montreal, Canada

Phoenix, USA

New York / Morristown, USA

Rae Bareli, India

Paris, France

San Diego, California

Phoenix, USA Aberdeen, scotland uk Acquisition of CHC Helicopter AS332L/L1 Super Puma and Sikorsky S-61 training resources

Rome, Italy

Asia 1st CAE business aviation training in Asia

Singapore

Melbourne, Australia CAE’s 1st business aviation training centre in Australia will open this year

CAE Global Academy Sites

Sesto Calende, Italy

Sydney, Australia Toronto, Canada

Mexico city / toluca, Mexico Mexico’s 1st business jet and civil helicopter simulation-based training facility stavanger, norway Acquisition of CHC Helicopter AS332L2 Super Puma training resources S-92 civil helicopter training in 2014 vancouver, canada Acquisition of CHC Helicopter S-76C++ training resources

Rick Adams, Editor; Maria Pagano, Sebastien Larue, Contributors; Stéphane Quiniou, Graphic Design Reader feedback welcome: flightnews@cae.com

CAE, St-Laurent, Quebec, Canada H4T 1G6 • cae.com • Civil Simulation and Training News is a publication of CAE. © 2012 CAE All rights reserved. NC1028

NC1028_V05_spread.indd 1

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Credit: Lufthansa Technik.

Maintenance ROI

Professional Safety recently made a compelling argument that safety interventions are an investment that improves the bottom line (Huang et al., 2009).

International attention to safety management systems (SMS) places an increased emphasis on data driven decision making. The focus on data extends beyond identifying and eliminating hazards that create risk to measuring the influence of methods on risk reduction. That’s where ROI comes into the picture.

ROI Calculator

T

he benefits of fatigue countermeasure training can outweigh the costs. The Federal Aviation Administration (FAA) demonstrates the value and impact of a fatigue countermeasure training intervention using a return on investment (ROI) calculator for safety interventions. A large, geographically dispersed aircraft maintenance organization implemented fatigue countermeasure training and used the calculator to assess expected safety and financial returns. Using the calculator, the company conservatively calculated an estimated annual return of more than 300% on a 205 thousand dollar investment. This real world example is pre-

sented to show the potential financial and safety returns of training.

ROI Revisited CAT published an article on Return-onInvestment (ROI) six years ago (Johnson, CAT 4/2006). Although the topic, author, requirement, and math remain the same as 2006, important changes have occurred. There is a revived interest in quantifying the value of training and in selecting training and safety interventions that meet specific organizational needs. There is a stark realization in the industry that every part of the organization must show the value added to safety and to the bottom line.

Real World Example Aircraft damage, maintenance delay, customer returns, worker injuries, and more have an impact on the annual earnings of any large maintenance organization. The costs of such errors should not be considered as “the cost of doing business” rather they are the cost of not doing business as well as possible. These incidents are indicators of organizational safety and potential predictors of aviation accidents.

q Fig.

1: A screenshot of the ROI Calculator

Navigation Panel showing the basic formula.

ISSUE 2.2012

William B. Johnson, PhD and Katrina Avers, PhD, from the Federal Aviation Administration examine the research on ROI analysis techniques associated with training interventions.

27 CAT MAGAZINE

Calculating Payback for Safety and Training Programs

The ROI calculator, developed in cooperation with Booze, Allen, Hamilton Consulting, is available at www.mxfatigue.com. The software is comprised of a sophisticated set of connected Excel spreadsheets. The ROI calculation is based on a straightforward math formula that subtracts the total cost from the net return (expected benefit times the probability of success) and divides that number by the total cost (see figure 1). The calculation can only be as accurate as the data you input. The user must commit a reasonable amount of effort upfront to establish the expected net investment (cost) and the expected net return (benefit).

Maintenance ROI

In this real world example, a large maintenance organization acknowledged human fatigue as a safety risk in their organization. The company began collecting data on the contribution of fatigue to company incidents and accidents. They used the FAA’s objective fatigue questions to identify when fatigue was a possible contributor and instituted scheduling limits in 2009. In 2011, they instituted fatigue countermeasure training as a safety intervention for all of their maintenance technicians and management. The training was implemented from January 2011 to January 2012.

The training was developed by the FAA-Industry Maintenance Fatigue Workgroup. It was comprised of about 90 minutes of interactive training and testing, along with the video entitled “Grounded” (available for free at www. mxfatigue.com). The computer based training was delivered, with minimal logistics, at multiple locations across the company. They achieved substantial savings since the training was developed by the FAA and made available ondemand at no cost.

The remainder of this paper demonstrates the ROI calculations, using the FAA’s calculator.

ISSUE 2.2012

Estimated Investments for Fatigue Training

CAT MAGAZINE

28

Figure 2 shows the company’s personnel cost estimates for implementing the training. There is an additional section of the spreadsheet, not shown in the figure, for non-labor costs like hardware, facilities and supplies, and other such expenses. To identify these costs, the company answered a series of questions, not included in the calculator that can help the user collect the necessary data. Table 1 shows a simple list of questions that helps first-time users complete the investment form. Of course, you may have other expenses so don’t stop with these questions if your investment requires more detail.

For this company, the responses to the Table 1 questions determined that the investment costs were limited to personnel time. Personnel expense was limited to the time of the trainees and some of the management and administrative support. The employees completed the training via the FAASAFETY.gov website. Company training personnel logged completions for corporate track-

p Figure

2: Cost estimates for training

p Figure

3: Estimated returns for training

ing. Nearly half (40%) of the employees completed the training away from the worksite so there were no lost production costs. Others (60%) trained instead of working so cost was associated with their unavailability. As previously mentioned there was no cost to the company to develop the training.

Table 1: Example questions to determine costs associated with safety intervention.

1. How many personnel were trained?

2. How long was the training in hours?

3. What is the average hourly rate for mechanics? Is one average good enough?

4. Who else was trained, for how long, and at what price?

5. Is it appropriate to use the salary, without benefits?

6. If we have to use a multiplier for benefits how much?

7. Were there missed opportunity costs during training time?

8. Are management and clerical support

a sunk cost or do their hours need to be counted?

9. If not sunk cost, how many hours and at what rate?

10. Did you have to buy special hardware?

11. How do you want to amortize the hardware costs?

12. Special costs for training facilities?

13. Over how many quarters did the training occur? What % of training was delivered in each quarter for up to 6 quarters?

Data on investments and returns do not show the cash flow, or the timeline for financial and safety returns. The next steps in the tool require you to assign estimated spending and return rates by quarter. These data are not presented here.

Estimated Return for Fatigue Countermeasure Training To estimate the return or benefit of the training, the company answered a series of questions regarding financial and safety returns (see Table 2).

Table 2: Example questions to determine benefits associated with safety intervention.

1. What safety incidents will be influenced by this intervention?

2. How many safety incidents are there currently?

3. How many safety incidents do you expect the intervention will resolve?

4. What key performance indicators will be influenced by this intervention?

5. For the selected performance indicators, what is the current performance level?

6. For the selected performance indicators, what will be the targeted change?

7. How much will personnel efficiency be improved?

8. What are the metrics you will use to measure these changes (e.g., aircraft damage, rework, delivery delay, employee injuries, lost time job injuries) 9. What are the costs associated with each metric you selected?

The company expected to see a reduction in aircraft damage and OSHA reportable injuries based on 2010 performance (see Figure 3). From the start, the company believed the training could target 10% of the predicted aircraft damage events (10% of 89 events in 2011, at an average cost of $105K) and 10% of the predicted on-the-job injuries (10% of 189 OSHA reportable injuries in 2011, at an average cost of $6307).

Probability that you can Achieve the Benefit Best predictions of expected costs and

p Figure

4: Screen showing calculation of probability of success

p Figure

5: Safety improvements equal financial returns

returns are rough estimates and likely not 100% accurate. Since most ROI is done before the fact, the likelihood (prob-

ability) of success is part of the calculation. The probability of success used in the formula to compute Net Return, is

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ISSUE 2.2012

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a function of prior experience, the level of corporate support, the availability of resources, and the amount of planning that is committed to the development of the safety intervention.

Figure 4 shows a screen of 20 questions, rated using a 5 point likert scale that assigns a probability of success. The software automatically assigns a +/-10% confidence level around the probability in the output. In this case, the company estimated that the probability of training successfully resolving the target safety and investment returns was 80%.

ROI Analysis Figure 5 shows the ROI output chart in the project analysis summary. In this example, the ROI is extraordinarily high. This is partially attributable to the extremely low training costs since the FAA fatigue countermeasure training was free. The ROI over six quarters is 312%. The original investment of personnel time is paid back within the first quarter.

The company also made a conservative estimate that adherence to the fatigue training could improve worker efficiency at a rate of 1 %. One percent of all hours worked in 2011 would mean a benefit of $900,000 in efficiency. This is not reflected in the ROI calculation because the return becomes so large it is almost unbelievable. When the investment is low and the benefits are high the ROI can be hard to believe.

linked. While return-on investment is a financial concept, the financial return is largely driven by the safety returns.

Safety interventions can and do make a difference but it will take executive attention and ROI calculations like the example provided here to make these interventions a priority. Safety interventions like the fatigue countermeasure training can be the gateway to a competitive advantage instead of the first thing that gets cut when money gets tight.

Although the FAA ROI Calculator provides stepwise instructions and guidance, the software cannot check the quality of your input. The hard work is up to you.

The FAA maintains the fatigue countermeasure training and ROI calculator at www.mxfatigue.com on-demand at no charge. cat References 1. Johnson, W.B. (2006). Return on investment in human factors. The Journal of Civil Aviation Training. Issue 4/2006.

2. Rosenkrans, W. (2012). Financial SMS. Aviation Safety World, Dec 11- Jan 12, www.Flightsafety.org.

3. Huang, Y.H., Leamon, T.B., Courtney, T.K., DeArmond, S., Chen, P.Y., & Blair, M.F. (2009). Financial decision makers’ views on safety: What SH&E professionals should know. Professional Safety.

April/2009.

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Bottom Line Naysayers may say that ROI has too much focus on money and not enough on safety. Whichever way you look at it, money and safety are inseparably

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ISSUE 2.2012

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31 CAT MAGAZINE

ROI calculations are not the end all. More importantly is a straight forward comparison of performance from one year to the next. In this company the cost of aircraft damages was reduced by nearly 30% for 2011. That is $3,045,000 in savings. OSHA injuries were stable in 2011 but the average cost of an incident was reduced by nearly 15%, saving $183,534.

These performance improvements were achieved by a variety of programs, including the fatigue countermeasure training.

Human Factors

Re-engaging the Pilot Chuck Weirauch considers how a new focus on training is called for to address automation accidents and incidents.

ISSUE 2.2012

I

CAT MAGAZINE

32

n light of the Air France 447 and Colgan Air 3407 autopilot disconnect-related accidents, along with a rising number of flight deck automation incidents, regulators and the aviation industry as a whole are taking a much closer look at how well flight crews are trained to respond when the computer-controlled aircraft does not act in the manner expected by the pilots.

While an emphasis has been placed on the further training of manual flying skills to more properly respond to automation-related events, some question whether such additional training measures fully address the root of the perceived disconnect between the pilot and the automation.

Root Issues According to Flight Safety Foundation President Bill Voss, there is a more fundamental root issue that has been advancing throughout commercial flight operations over the years without much recognition of it, and

this has directly led to the increase in flight deck automation accidents and incidents. That problem is that the industry had not seriously taken note of the fact that instead of the flight deck automation serving as a tool to assist the pilot in the operation of the aircraft as in the past, the pilot has now become the backup to the automation in the airplane, Voss said. This means the pilot's job has fundamentally changed, but we have not recognized this change nor designed training for it, he explained.

"We have gotten ourselves into a position over the past 20 to 30 years that is pretty serious," Voss said.

"There is no point in ever debating the merits of automation that has saved countless thousands of lives, but as we have introduced it, we have never stepped back and considered what this highly automated environment would do in terms of disengaging cognitively the pilot from the operation of the aircraft. Now we are confronted with this in a way that we can't ignore

Above Has the pilot now become the backup to the automated systems on the flight deck?

Image credit: Air France.

in light of such accidents as Air France 447.�

While the expansion of manual flying training is a good step, such an emphasis overlooks the fact that the core of the flight deck automation issue is really a cognitive one rather than a manual skills one, Voss pointed out. One answer is to find a way to better engage the pilots while enroute so that they go through different scenarios and visualize the state of the aircraft as it goes through the various stages of the flight. In this way the pilot is actually ahead of the aircraft and is continuously anticipating the next aircraft action, he said. One analogy could be how an alpine skier might visualize going through a downhill slalom course before a run.

"We have to do something to be able to re-engage the crews with the operation of the aircraft, because right now they are dangerously disconnected," Voss emphasized. "Because the pilot's job has fundamentally changed, this means that we have to go back and do a whole different type of training, and this may be even something in the flight deck such as continuous embedded simulationbased training. Perhaps you pull out your iPad and run four or five scenarios while you are in cruise flight instead of just going through a top-to-descent checklist, for example."

However the new kind of training is developed, the aviation industry cannot consider the automation issue to be just a training problem that can be resolved in a two-day course over a year's time, Voss was quick to point out. Rather, it is one that requires employing the means to keep the pilot cognitively aware of the operation of the aircraft while flying throughout his or her career, he emphasized.

"Rather than just those two days of training, we have to focus on the

thousands of hours crews spend doing nothing while in flight," Voss summed up. "Somehow we have to turn this into learning time, and that's the challenge.

That's why this is not just a training thing."

Improving Automation Training While John Cox, President of Safety Operating Systems, does not feel that traditional flight crew automation training is inadequate, he does feel that it should be improved upon. One of his recommendations is to extend the amount of time airlines specify for a new hire pilot's initial operating experience (IOE). This opportunity may be the direction in which the aviation industry should head, since flight simulators and ATDs do not have the capability to accurately recreate the entire real-world environment, he suggested.

"We are giving people the bare basics on automation in simulator and advanced training devices during their initial training," Cox said. "So when they go out to the line during their IOE, that's when they begin to put that basic training into use. And this may

be an area where we can expand on this basic training. In this way, pilots get an opportunity to use the automation in a real-world environment, while still being supervised by a proctor."

Cox also advocates making recurrent training more line-orientated, which is the whole idea behind the Advanced Qualification Program (AQP) concept. This approach allows the opportunity to improve on both manual flying and automation skills. Taking real-world airline data and applying it to operational scenarios as is done in AQP recurrent training is a fundamental difference in the way the industry traditionally trains its pilots, Cox added.

Another approach is to have pilots switch the autoflight system to a much more basic mode until they have sorted out the reason for the unexpected result, Cox said. However, studies show that in some automation scenarios pilots are reluctant to take this action to reduce the number of variables in the unexpected event equation.

Regardless of the approach, the

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Human Factors

airline industry needs to find a way to address the issue of the increasing number of automation-related accidents and incidents, Cox emphasized. This is also because automation issues of ten years ago, such as unexpected mode reversions, are still being reported today.

"We have to recognize that we are seeing too many cases of failure to understand what the automation is doing," Cox summed up. "So the question of how do we take this opportunity and what we do with it is a pretty fundamental one. And I hope that we as an industry are smart enough to succeed with it, not just talk about it."

Design and Training

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Another root cause for automation accidents and incidents can be the highly complex automation interface in the cockpit, one that "can be, and often is, a breeding ground for errors," as Cox pointed out. To help resolve this problem, human factors design experts inside and outside of the aviation industry are both studying how people deal with complex systems

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and employing modeling and simulation to integrate human-in-the loop avatars into human-centered designs for improved computer interfaces and flight data displays.

According to Guy Boy, Director of the Human Factors Institute at the Florida Institute of Technology and former Airbus human factors designer, the Institute is trying to understand what new visualization techniques, including 3D and head-up-displays, along with iPad-like computer interaction, would prove useful to better provide flight management system data to the pilot. Another focus is on how best to present weather information to the flight crew.

In highly automated cockpits, the pilot's job is really one of systems manager more than pilot, Boy said. So the whole concept of systems management needs to be better understood in order to help reduce accidents and incidents through improved cockpit design, he explained.

"Systems integration is something that really needs to be addressed in flight deck automation design," Boy

said. "We also need to learn how to deal with crisis management, so that during an unexpected automation event, we know how to manage it."

A part of the systems management problem is a lack of understanding by pilots of how the flight deck automation system works, Boy pointed out.

The problem is exacerbated by the fact that our society focuses on training people on the rules, while the aviation industry focuses more on skills-based training rather than knowledge-based training, he explained.

"So how do you deal with the unexpected?" Boy asked. "This is more of a problem today as systems become more complex. This is where skills-based and knowledge-based learning come together. Skills-based learning is more for the expected outcomes. So in this case (unexpected automation outcomes) knowledgebased behavior is extremely important. We need to better teach how the system works. So what should we teach and to what complexity? This is the difficulty and what we need to better understand." cat

Conference Report

Moving Ahead with the IATA Training and Qualification Initiative (ITQI) At a recent conference organised in London (UK) by the Royal Aeronautical Society, in association with IATA and supported by Halldale, the theme was to update progress on the roll out of training processes modified to adapt to the principles of the IATA Training and Qualification Initiative (ITQI). Chris Long reports.

In the opening session, Guenther Matschnigg, Senior Vice President, Safety, Operations & Infrastructure, IATA, reminded the delegates that in December 2007 there was commonly held recognition that the training and regulations to prepare aviation professionals were decades old. To properly prepare for the future three initiatives were called for. The first was to modernise the training processes for pilots and maintenance specialists, the second was to attract, train and retain the brightest and best of the new generations who were likely to be more attracted to the hi-tech industries, and thirdly to cre-

Above In partnership with the Royal Aeronautical Society, IATA held a two-day ITQI conference in London.

Image credit: Royal Aeronautical Society.

ICAO Perspective Paul Lamy, Senior Safety Advisor, Air Navigation Bureau, ICAO, explained the ICAO perspective on ITQI. Broadly speaking, the role of ICAO here has been to evolve the regulations to reflect the training needs of the 21st century. By its very nature this legislative process is painstaking, and takes a little time, so the contribution of ICAO within ITQI has, broadly speaking, been to listen to, and discuss with IATA the definition of what industry sees as the optimum training solutions, and then, where necessary, to modify the regulatory process to permit the adoption of those packages within the oversight of ICAO. Naturally the final process of that is for individual nation

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ITQI - The Origins

ate world-wide recognition of the professional qualifications to facilitate the fluidity of employment within the truly global industry. IATA, with its sound knowledge of the day to day practices and needs of the industry, would lead on the revision of pilot and maintenance training, ICAO would look at the training requirements for air traffic controllers.

Within the pilot and maintenance training, IATA would focus on elements such as the MPL, FSTDs and EBT. With the cooperation of a wide range of partners, embracing ICAO, EASA, the FAA, RAeS, aircraft OEMs, airlines, IFALPA and other interested parties, this phase is virtually completed, with the final set of manuals on EBT expected in March 2012. The aim through 2012 is to drive the implementation of these activities on a global basis, whilst also moving to a secondary phase of defining a globally-standardised set of qualifications for instructors, and, now that EBT has adapted recurrent training, working on redefining training needs for Type Rating using EBT philosophy.

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he importance of the ITQI was clearly illustrated by the presence of senior figures from not only the host organisation, but also IATA, ICAO, regulators and the industry.

This is a project that has got considerable momentum behind it, and it was helpful to hear the evolution and future plans.

Conference Report

states to adopt into their national law those recommended practices if they so choose. One element which was initiated by ICAO, but which logically fitted into the ITQI, was the MPL. Training in this format was originally driven by ICAO, and was authorised from 2006. Now that the programme has reached a certain level of maturity, ICAO is planning a symposium in 2013/14 to share experience on MPL implementation and to assess whether and how the process needs to be modified in the light of practical experience in its delivery. The aim is to issue such changes in an updated PANS TRG document in 2015.

So far as definition of maintenance training is required - this has been completed and the recommendations from IATA were adopted by ICAO in 2010. The work on EBT is nearly complete, with the close links between the two organisations allowing a comparatively speedy adoption of the process the PANS TRG document on recurrent training is expected to be released in July 2012. The aim is to get the EBTmodified type rating PANS TRG out in 2014. The ATC training documentation should also be completed in 2014.

Above Paul Lamy, Senior Safety Advisor, Air Navigation Bureau, ICAO. Image credit: Royal Aeronautical Society.

Focus on Human Factors at ICAO Citing a similar set of safety statistics to those quoted by Matschnigg, but which for ICAO included aircraft above 2240 kgs, Lamy noted that whilst the civil aviation safety record is good, the

rate of improvement is fairly flat. To further improve safety we have to identify and address the impact of those occurrence categories which are producing the most fatalities - principally Runway Safety Related, Loss of Control Inflight and Controlled Flight into Terrain. These factors are the immediate focus of safety improvements, not least of which is in the support of International Committee for Aviation Training in Extended Envelopes (ICATEE), an organisation which will also be present at WATS. Alongside this dynamic is the pressure to train the huge number of people needed to support the industry up to 2030. The figures produced by ICAO are just under one million pilots, 1.2 million maintenance specialists and 140,000 air traffic controllers. In response to this huge predicted demand ICAO has put in a new programme - the Next Generation of Aviation Professionals (NGAP).

NGAP responds to the second imperative of the ITQI programme, the question of how to attract and engage new entries. Lamy pointed out that a major event in the development of NGAP will be symposia planned as an integral part of WATS 2012, when there will be an excellent opportunity to both listen to

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ICAO Appointment Signals More Proactive Approach to Human Performance Risk Mitigation

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ICAO has announced the appointment of Dr Michelle Millar as Technical Officer (Human Factors) at a recent IATA Training conference held at the Royal Aeronautical Society in London.

Over recent years, ICAO has moved toward a more predictive approach to safety following safety management principles and has identified the need for a stronger human performance intervention in a wide range of areas. It has determined a clear safety return on investing in a human performance risk management programme and is working with industry experts to help realize related design, training and operational improvements.

The appointment of Dr Millar confirms the Organization’s new and more proactive mandate to research and develop countermeasures for human performance errors and limitations. One example she highlighted is the impact of welltrained, alert and effective personnel with respect to the risk mitigation aviation is pursuing in the safety-related area of Loss of Control Inflight (LOCI).

LOCI is the single largest cause of fatalities today associated with the operation of larger aircraft.

“LOCI is a complex issue with many contributing and interacting factors,” Millar remarked. “It was once thought to be driven primarily by instrument meteorological conditions

(IMC) and non-instrument rated pilots, but we now recognise many more elements that relate to LOCI causes and outcomes, including design philosophies, engineering solutions, manmachine interfaces, training, testing, spatial disorientation, and human reaction to jet upset - among others.” In recognition of the complexity of this issue, Millar will be part of the team in ICAO’s new Loss of Control Avoidance and Recovery Initiative.

With modern aviation characterized by a more dynamic human-machine interface environment, many changes are occurring in the cockpit and the cabin, the air traffic control tower, to ATM systems infrastructure and on the shop floor.

Millar stressed that ICAO recognizes that today’s more complex safety and efficiency challenges require approaches and mitigations that have human performance considerations embedded within them.

“The more collaborative and systemic nature of today’s safety improvement and air navigation modernization initiatives has placed increased focus on risk-management and technology-derived progress,” noted Millar. “These are important areas, critical quite frankly to the objectives aviation is now seeking to achieve, but they can also distract us from the fact that the optimization of human performance continues to be an essential component driving success in either domain.”

Optimism What was clearly evident in this update at the RAeS is the increasing and committed level of cooperation and partnership across major players in the industry as we search for improvement in safety and effectiveness. That was, of course, very positively cited in the presentations in the opening sessions, but this was further reinforced as other expert speakers from many sectors of aviation shared their views in a constructive way, with the common theme of working together as a central tenet. cat Links The conference presentations can be accessed at www.aerosociety.com/proceedings A winner of a recent ICAO online contest (competition closed 22 February) will be invited to WATS. The link to the competition is here - www.icao.int/contest2012

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ICAO’s collaboration with Industry on Training Issues ICAO actively participated in ITQI from its onset and worked closely with IATA, the RAeS, as well as several other international organizations to ensure that States properly oversee the implementation of optimum training solutions. ICAO does this by establishing clear standards developed through consensus of stakeholders that are supported by comprehensive guidance material. The aim is to help States develop training provisions suitable to their context.

ICAO introduced the MPL in 2006 and ITQI has facilitated its implementation. Now that the programme has reached a certain level of maturity, ICAO is planning a symposium in 2013/2014 to share experience on MPL implementation and to assess the necessity for, and the process of, modifications in the light of practical experience in its delivery. The aim would be to issue any necessary changes in an updated PANS TRG document in 2016.

ICAO adopted provisions concerning competency-based training and assessment for maintenance personnel in 2010.

The next step will be adopting provisions concerning EBT. The ICAO documentation presently under development on EBT addresses the FSTD component of flight crew recurrent training. The work is nearly complete and the PANS TRG document on recurrent training is expected to be released later this year.

ICAO is also working with industry to ensure that aviation attracts enough future professionals to support its growth into the future. This is the role of the NGAP programme - the Next Generation of Aviation Professionals. A significant element of NGAP is that it casts its mantle over a wide range of professional roles in aviation; included are not only the disciplines already mentioned, but also those who work on the technology associated with airports and air traffic management.

ICAO for the first time has partnered with Halldale to convene a major NGAP event during WATS 2012.

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the current thinking and to contribute to the debate. A significant key element of NGAP is that it casts its mantle over a wide range of professional roles in aviation; included are not only the disciplines already mentioned, but also those who work on the technology associated with airports and ATC, dangerous goods handling, medical examiners and so on.

ICAO has noted the critical influence of Human Factors in three areas. An increasing percentage of incidents and accidents identify Human Factors as a major element in incidents and accidents. By a similar token, the change in attitudes and skills seen in the New Generation requires understanding, and consequently the approach to Human Factors may need to be modified. Finally, the anticipated introduction of new air traffic systems and UAVs into civil airspace needs study on the Human Factors implications associated with that. These changes are so significant that ICAO has chosen to re-emphasise the importance of Human Factors as being at the centre of these new challenges and has taken action to address the issue. During this conference the organisation announced the appointment of Michelle Millar, PhD, to lead Human Factors within ICAO.

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Instructor Training

The Global Instructor The role of the jet transport category flight instructor is receiving renewed attention of late.

Chris Long takes a look at the Airbus approach to instructor training.

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he aviation industry has not always been adept in explaining and publicising the incredibly impressive overall safety record which it has achieved. It is an ironic twist that the very fact that it is statistically an extremely rare event gives an incident or accident a very high profile in the global media.

However, recent accidents have understandably raised questions about the apparent inconsistency of pilot competencies. We have moved to a world where it is generally recognised that the predominant cause of incidents is through human factor issues, rather than cumulative technical failures. Consequently the role of training to those competencies has come under intense scrutiny. For many years a major issue within training has been that the profession of instructor has not always been properly valued, and has frequently been seen merely as an intermediate stage early in an individual's career before he/ she moves on to become a full-time line pilot. Even further along the experience

curve, it has frequently been the case that within an airline the instructors’ job is seen simply as an additional qualification, attractive primarily because it usually offers an increment in pay. In both of those instances the attributes required of an instructor have not necessarily been analysed, and selection has not always been made by choosing the personality and skills profile best suited for the role.

Role For a model of how the role of instructor should be viewed, one need look no further than what aptitudes and skills Airbus now requires for its own instructors. The role is a particularly challenging and interesting one. Once qualified, the instructor will be expected to be competent to instruct across the entire range of Airbus aircraft and all the operations in which they can be involved. Learning to operate safely in all operational situations is paramount, and will not only involve routine aircraft handling, but also teaching on how to operate the aircraft to best commercial advantage

Above Airbus aircraft are being used by a broad range of operators.

Image credit: Airbus Corporate Jets.

across a comprehensive range of airfield characteristics. There is a great variety of operators of Airbus aircraft – the challenge might be to advise on setting up an entire training system for a new airline, to helping to update an existing training department, to training crews for VVIP operations for those with the Airbus Corporate Jets, or simply to be seconded to a training department of an airline which is short-handed.

The range of training tasks is not confined just to type qualifications, but embraces a full range of associated pilot qualifications and courses, from delivery of CRM, to instructor courses via Low Visibility Operations and so on. Another variable is the delivery point of the pilot training. It may be at one of the Airbus Training Centres in Toulouse, Miami and Beijing, or, if required, directly with

Naturally the huge scope of the role of an Airbus instructor necessitates a particular range of aptitudes and skills, but the underlying principles of selecting those who will deliver the best form of instruction still hold true. Historically a significant proportion of Airbus instructors were recruited from the French military, but the emphasis has evolved, such that now global aviation is truly represented, with an extended range of instructor backgrounds.

Dave Owens, Senior Director Flight Crew Training Policy is absolutely clear that the baseline of strong aircraft handling and operational skills are still essential, but that beyond that it is also imperative that the individual has the genuine enthusiasm and engagement to instruct. It is not just a job, it is a vocation which has its own challenges and rewards. As with any instructor, it is critical to have excellent intra-personal communication skills, but here they must be overlaid by an effective transfer of those skills across the various cultures in which the training will be delivered.

Whilst all the instructors can be deployed worldwide, there is naturally a start point of known comfort in differing cultures so, for instance, Gary Christiansen, Director Training Support of the Airbus Training centre in Miami, will favour those who already have experience of working throughout the Americas.

Those selected for this challenging role will ideally be qualified on more than one Airbus type, and will generally already have proven experience as an instructor. Pilots who have operated or lived in a multi-cultural environment are more likely to be recruited, and previous supervisory or management skills

SERIOUS SOLUTIONS

Training No one arrives with the full skill set essential for the role, so there is a carefully structured training process. This is individually tailored as a function of the instructors existing skills to equip him/ her with the broad range of tools which he/she will eventually need. Irrespective of earlier Airbus experience, everyone receives a full Airbus Type Rating Course, emphasising the use of Airbus SOPs. This is followed by a standard Airbus Pilot Instructor Course (APIC) of five days. Instruction will start with a client airline under supervision as part of a team, before “going solo” in that role.

Eventually a second aircraft type will be added, and gradually the full range of competencies mentioned earlier will be mastered, typically after 18 months to two years.

Elite Group The team of instructors at Airbus training is made up of some 100 based in Toulouse (30 TRIs, 65 SFIs, and 10 GFIs), with 60 consultants (who can be resident almost anywhere in the world) employed

by Airbus Training UK. Finally some 55 SFIs are run out of Airbus Training Miami, and all instructors can be sent to anywhere where the training delivery is required. The goal of this still-evolving group is not only to demonstrate a very high level of skill, but also to reflect a tremendous level of motivation and engagement – the key to really effective instruction.

The lesson learnt here, however, is not just at the high level of instruction skill essential for this and other aircraft manufacturers, but rather that the role and skills of instructors overall need to be recognised and nurtured if the industry is to get the level of competence in its training processes which is essential for continuing safety and commercial success. cat

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Profile

are a definite asset. This list of desirable attributes obviously reduces the number of possible candidates to a fairly small pool. The initial selection process is the standard one for Airbus, but this is followed by a demanding simulator session and interviews to give the opportunity to show the necessary skills and personality traits. The individual needs to have a worldwide perspective, rather than a narrow regional view.

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the client at their base. Given the global dispersion of Airbus operators, six continents have featured in recent training tasks, not least of which was a unique opportunity to help set up the only scheduled operation into Antarctica, which uses an A319.

The role of the Airbus instructors can also be extended into the world of research, where they are frequently involved in providing an operational insight into the development and adoption of new technology and procedures, particularly for those which may have an impact on training.

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.

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Flight Simulators

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Mechtronix Sim for Lufthansa – Lufthansa Flight Training Bremen has been granted dual qualification for its newly commissioned Mechtronix FFT™ Cessna CJ1+, the sixth consecutive Citation Jet simulator Mechtronix has delivered to Lufthansa. The simulator received both FTD Level 2 and FNPT II MCC qualification like the other five devices already in use at the Bremen training facilities.

The CJ1+ simulator is equipped with Collins Proline 21 flight instrumentation and provides an exceptional training environment to its users via a high fidelity RSI image generator and a wide 220°x40° field of view.

C919 Engineering Simulator – Rockwell Collins and Xian Aviation Science and Technology Company (XASC) recently joined Commercial Aircraft Corporation of China, Ltd. (COMAC) in celebrating the grand opening of the C919 engineering simulator, a major step forward in the C919 development program.

The engineering simulator provides support for the design and development of the C919 Flight Control System, including cockpit interior and ergonomics, avionics, controls and other necessary systems. The simulator is capable of Level D standards, which will allow the aircraft developer to test and develop flight control rate models prior to conducting the first test flight.

Rockwell Collins provided elements of its full flight simulator technology for the simulator, including the EP-8000 image generator, the 200-degree pano-

Above The grand opening of the C919 engineering simulator.

Image Credit: Rockwell Collins.

ramic display, the base system unit, instructor operating system and integration software.

A320 Sim – Oxford Aviation Academy (OAA) has acquired a brand new A320200 FSTD 1.7 full flight simulator (FFS) which will be based at its Stockholm Training Facility at Arlanda Airport, Sweden.

The new simulator, from Dutch manufacturer Sim Industries B.V., includes a cutting edge RSI Raster XT visual image generator with LCoS projectors.

The device, which is due to be delivered in March, will be qualified to JAR FSTD A Level D and fully operational by mid-May. The first customers to benefit

will be Scandinavian carriers SAS and Thomas Cook as well as Russian carrier Rossiya Airlines.

The new A320 simulator is the first of two due to be delivered to OAA by Sim Industries this year. The second device, a B737NG FFS, is destined for OAA’s Oslo Training Centre and is expected to be ready for training in September in support of long-term OAA group customer Norwegian.

FFT Certification – Mechtronix Systems Inc. has announced the successful qualification of the B737-900 FFT™ installed at Korean Air’s (KAL) flight training center in Seoul, South Korea.

Acquired to offload FFS requirements, the FFT was qualified FAA FTD Level 5 following a thorough examination from the Korean Ministry of Construction and Transportation (KMTC).

Ready for Training – The Airbus A320 full flight simulator (FFS) at SuperJet

tion authorities, Direction Générale de l’Aviation Civile (DGAC).

Increasing Demand – FlightSafety is investing in the design and manufacture of 14 new Level D-qualified simulators that will be installed at FlightSafety Learning Centers over the next two years as the company continues to experience increasing demand for its training services in the Middle East and surrounding region.

FlightSafety provided more than 2,000 training events to Customers from the Middle East in the past year including pilot, maintenance, flight attendant and dispatch training for operators of a wide variety of fixed-wing aircraft and helicopters. The training FlightSafety provided to operators in the Middle East increased the most during the past year among those based in Azerbaijan, Bahrain, Egypt, Israel, Kuwait, Oman, and Turkey.

Some of the new simulators are for aircraft training programs not currently offered by FlightSafety, including the AgustaWestland AW139, Bombardier Challenger 605, Global 5000 and Global 6000, Embraer Legacy 450 and 650, Falcon 900LX, Gulfstream G280 and G650, HondaJet, Pilatus PC-12 and Sikorsky S-76D. ATR FFS – CAE will install an ATR 42/ ATR 72 full flight simulator (FFS) at its commercial aviation training centre in Bengaluru, India, that will be ready for training in the summer of 2012. CAE will relocate the ATR 42/72 FFS from its training centre in Brussels, Belgium.

The CAE training centre in Bengaluru is the first independent training centre to earn approval as a fixed-wing Type Rating Training Organization (TRTO)

by India’s Directorate General of Civil Aviation (DCGA). The centre also offers instructor-led wet and dry training for the Airbus A320 series and Boeing 737 aircraft.

Qualification – FlightSafety International’s new Dassault Falcon 900 EASy series aircraft simulator has received Level D qualification from the United States Federal Aviation Administration and the European Aviation Safety Agency. The simulator will be used during training for the Falcon 900EX EASy, DX and LX aircraft at FlightSafety’s Learning Center in Dallas, Texas.

FlightSafety has also recently added Level D qualified simulators at the Dallas Learning Center for the Falcon 7X and Eurocopter EC135 aircraft.

New Pan Am Sims – Pan Am International Flight Academy has announced the acquisition of three additional full flight simulators to be placed immediately into service at their Miami and Memphis training facilities. The Miami Training Center has taken delivery of a B777 Level D simulator, and a B747-400 Level D FFS. An MD-11 FFS has also been delivered to the company’s Memphis Training Center. Gregory Darrow, senior director of Sales at Pan Am commented, “We will continue to acquire additional simulators in 2012 and anticipate opening new international training centers in the near future.”

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International’s Training Center in Venice, Italy, has received FSTD certification by the Italian Civil Aviation Authority (ENAC).

The simulator was transferred from Alitalia’s Training Center in Rome to the SuperJet International Training Center in November, 2011.

The A320 family FFS gives SJI the opportunity to expand its training offerings beyond the SSJ100 training services currently provided through the SSJ100 FFS in operation at the SJI Training Center in Zhukovsky (Moscow).

CJ1+ FFT – IFAERO is equipping its Nice-based training centre with a new Mechtronix Systems Citation CJ1+ full flight trainer (FFT™). The acquisition of the FFT™ will allow IFAERO to expand its training capabilities and broaden its customer range not only across Europe, but also worldwide.

This FFT was the only device to exceed the requirements set by the Nice Côte d’Azur Chambre de commerce et d’industrie (CCI) in a tender process that included three participants. With it, IFAERO can now offer an optimal training environment for type rating training and entry level programmes for pilots preparing to fly business jets, according to Henri Saïssi IFAERO Director.

The FFT comprises a multi-channel 220° x 40° visual system, an RSI XT image generator, and a Rockwell Collins Flight Management System (FMS) 3000 for both pilot and co-pilot. IFAERO will look to obtain FNPT ll MCC / FTD 2 qualification by the French avia-

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Pilot Training

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Improving Flight Training – Sporty’s and Frasca International, Inc. have partnered to develop and market an integrated training program and other products that utilize Sporty’s training expertise and Frasca’s simulation expertise. The partnership will work to create training materials, course content, and programs for flight students to use with Frasca simulators.

Flight students at Sporty’s will soon have their training experience enhanced with the addition of a Frasca Mentor™ Cessna 172S Advanced Aviation Training Device (AATD) flight simulator with a 200 degree visual system.

A planned outcome of the Sporty’s/ Frasca partnership is to create systems which make the flight training process more efficient and make learning to fly easier and faster.

Five-Year MPL Contract – CAE has signed a five-year contract with AirAsia to train more than 200 additional new AirAsia A320 First Officers in a competency-based Multi-crew Pilot License (MPL) program to be conducted at training locations in Malaysia.

All four phases of the MPL training will be conducted in Malaysia, including at the Asian Aviation Centre of Excellence (AACE), a CAE-AirAsia joint venture training facility in Kuala Lumpur.

Live Upset Recovery Training – Bombardier Aerospace has selected Aviation Performance Solutions LLC (APS) to provide Live Upset Recovery Training as part of its Leading Edge Program offered to customers of Learjet, Challenger and Global business aircraft.

Above AirAsia CEO Tony Fernandes (right) and CAE’s Jeff Roberts celebrate the signing of the MPL training contract.

Image Credit: CAE.

The Leading Edge program is based on Bombardier’s Safety Standdown program. APS offers Bombardier operators a comprehensive Loss of Control in flight solutions via on-aircraft, computer-based, and advanced full flight simulator.

Pilot Training in Finland – Finnair Flight Academy and Patria Pilot Training have started to develop a Multi-crew Pilot License (MPL) training program called Multifly for Airbus A320, Embraer E170/190 and ATR 42/72 operators around the world. The first Multifly cadet intake is scheduled for early 2013.

The entire Multifly program is designed according to customer airline requirements, and all graduating pilots will become familiar with companyspecific operating procedures. The duration of the program is approximately 20 months and is divided into four phases.

Phases 1 and 2 are for basic flying training provided by Patria Pilot Training, while in phases 3 and 4 the advanced training is provided by Finnair Flight Academy.

ATPL Programme – ACA (Airline Career Academy), based in Kissimmee, Florida is offering a full-time JAA ATPL Programme which features a MultiCrew Co-operation (MCC) and a Jet Orientation Course (JOC) provided by Pan Am International Flight Academy in Miami, Florida. Cadets on the ProPilot

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agreement with a Paris-based organisation to provide funding assistance for successful applicants.

New Technology – Global Training & Aviation (GTA) is now using tablet computers on their type rating courses.

Starting with an Airbus A320 initial type training course in February, the 12 trainees received a personalized tablet which included the required information for the course.

The PC tablet chosen has a 10-inch touch screen controller that helps the student check and study aircraft manuals, and write comments during the course. The android operating system has the option of installing specific applications related to the aeronautical environment. The pilots have the choice of installing weather information (metar, tafor), navigational charts, additional manuals and programs to calculate performance of the aircraft.

During the theory portion of the course, trainees can access schemes and graphics that are in use by the instructor. Later during the procedures training and simulator phases the trainees are able to use the scansflows, cockpit panel, navigational charts on their own device. iPad EFB Authorization – Flight Options LLC has received authorization by the FAA to utilize Apple iPads as a Class 1 Electronic Flight Bag (EFB) device. Authorized late 2011, the Flight Options Legacy 600 fleet leverages the iPad to allow its flight crews to address a variety of functions that were historically accomplished with paper references.

The company’s pilots are now able to perform both basic and advanced EFB activities through iPads assigned to and available in the cockpit.

Basic EFB functions provide the ability to conduct flight planning calculations and access digital documentation displays such as navigational charts, operation manuals and applications and aircraft checklists. Advanced EFB features allow pilots to locate aircraft positions on navigational charts (en route and approach) and access realtime weather conditions and in-house aircraft performance.

Authorization by the FAA on leveraging iPads as EFBs for the remaining Flight Options’ fleet is expected in early 2012. Working closely with the FAA, and in compliance with its guidelines, Flight

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Programme will complete ten months of flight and ground training at ACA’s base in Kissimmee, then spend approximately four weeks in Miami for their MCC and JOC delivered on full motion 737 or 767 simulators. Pan Am will also provide additional airline preparation training, such as air traffic control simulation and emergency drills. The purpose is to provide ACA’s students with the skills to enable a smooth transition from light aircraft to commercial airliner.

Training Singapore Pilots – CTC Aviation Group plc (CTC) has gained approval by the Civil Aviation Authority of Singapore (CAAS) to train airline pilots for all Singapore-based airlines.

CTC is the first Flight Training Organisation (FTO) in New Zealand to gain such approval.

CTC and CAAS are working to finalise the approval process for the company’s Type Rating Training Organisation (TRTO) division based in the United Kingdom, which will allow Singaporean pilots to complete their Airbus or Boeing type rating training with CTC. In order for CTC to gain the approval, three of CTC’s 50 New Zealand instructors obtained their Singaporean Commercial Pilot’s Licences (CPL). Once the TRTO division is also CAAS Approved, CTC will be in a position to deliver a full range of mandatory programmes for qualified and experienced pilots, instructors and examiners in addition to the FTO Approval for new entrant pilot training.

Recruiting Pilots for easyJet – CTC’s airline pilot career development programme, CTC Wings, is expanding its promotion and recruitment activity in France and Italy to help recruit pilots for easyJet. The company started financing arrangements for French applicants and a European tour of universities and other secondary educational facilities to educate careers advisors and students on the opportunities available to aspiring pilots across Europe.

As easyJet expands across Europe, the airline is looking to recruit more pilots from across its growing route network. CTC is easyJet’s preferred supplier of pilots and this European marketing campaign is geared to increase awareness of the opportunities for aspiring airline pilots.

To assist these pilots in financing their training, CTC has finalised an

World News & Analysis

Options developed training programs and operational procedures to utilize and deploy iPads as EFBs. Training Management – Skysoft is to release the new SimUnity 2012 version in Q3/2012 and registered users can access the new version on Skysoft’s SimUnity-Server.

SimUnity is the complete and reliable software suite for the efficient management of flight training cent-

ers. Enhancements include simulator pre-flight check status and maintenance notification and a new quality assurance system with net promoter scoring and customer feedback. Nearly every SimUnity module has been revised, optimized and many feature requests of Skysoft customers have been implemented.

Mobile access via SimUnity.App has also been optimized and enhanced to speed up the load time and is avail-

RAA addressing pilot labor supply issue at WATS

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In the words of Regional Airline Association (RAA) Chairman Dan Garton from American Eagle, while the regional airline industry is facing numerous challenges in the year ahead, the industry continues to have the “resilience to overcome all odds.” Consider that the demand for pilots continues to increase driven by attrition and retirements throughout the industry - particularly at the mainline carriers. Meanwhile, the Final Rule on pilot flight and duty time requirements will substantially increase this demand. At the same time, the upcoming rulemaking on First Officer Qualifications (FOQ) will increase the minimum hiring requirements for pilots and as a consequence RAA is concerned about the supply of qualified candidates seeking a career in the airline industry.

One of the key issues that RAA and its Board of Directors has identified as a top priority is pilot labor supply trends and challenges. During recent RAA Committee and Board meetings, research and discussion continues on this critical topic, and in addition, RAA has organized a Pilot Labor Supply Work Group (PLSWG) to further assist in quantifying pilot supply and demand information. Ultimately, the goal is to improve the ability of regional airline members to anticipate pilot labor shortfalls. Using a myriad of data including current retirement and flight school enrollment/graduate data, as well as available studies on this subject by other key stakeholders, the PLSWG will develop a white paper by later this year. The white paper will identify supply and demand indicators and factors, current available trend information and recommended metrics to use to anticipate future pilot shortages.

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able now for Apple iOS™ and Google Android™ powered devices.

Long Term Training Partnership – Oxford Aviation Academy (OAA) and Ulyanovsk Higher Civil Aviation School (UHCAS), the Russian Federation’s premier aviation educational institution, have announced a long-term training partnership. The companies will work together to co-develop and deliver high quality airline flight training pro-

WATS RAA sessions To further underline the importance of this issue for the entire regional airline industry, RAA, in coordination with CAT and Halldale Media, will present a number of panel discussions as part of the RATS track at this year’s 2012 WATS event.

Kicking off the agenda is a panel on “Pilot Labor Supply Trends and Challenges”. Moderator Air Wisconsin Captain Paul Preidecker serves as RAA Flight Training Committee Chair. Leading the discussion, Preidecker will be joined by Airlines for America’s Captain Paul Railsback identifying “Pilot Selection, Training and Mentoring and the Impact of HR5900”; and ExpressJet Captain Darrin Greubel will highlight “Structured Training Yield and the Impact of Mergers on Airline Training”. During this session, University of North Dakota Professor Kent Lovelace will also underline the role of universities in providing the best training; and FAA’s Robert Burke will

explain the ATP certification process within an SIC Training Program.

All conference attendees including airline flight training directors, flight university and academy staff, university and academy students and graduates considering an airline career are invited to attend this panel.

The afternoon session of the RATS track will address the challenges and rewards for preparing for airline service. University and academy students and graduates considering an airline career will benefit from this panel’s first-hand experiences as regional airline chief operating officers and line pilots. Attendees will hear what airlines are looking for in pilots and learn about recommendations for the pilot applicant and new hire pilot.

Trans States Airlines Captain Keith Stamper will moderate this panel providing his valuable insights. He will be joined by Cape Air Captain Craig Bentley and SkyWest Airlines’ Shane Losee who will describe what is demanded of the “NextGen of Professional Airline Pilots”. In addition, attendees will hear a unique perspective of what is entailed with the selection and training process, as well as flying for today’s regional airline.

Leading this discussion will be Air Wisconsin First Officer Jory Striegel and American Eagle First Officer John Colquitt.

“RAA welcomes this opportunity to continue the discussion of pilot labor supply trends and challenges during this year WATS/RATS sessions,” said RAA Senior Vice President - Operations & Safety Scott Foose. “We appreciate Halldale’s continued partnership in providing this venue to further explore this vital issue with key stakeholders of the industry.

As our Board and members have outlined, this is a key issue for RAA and one that further supports the association’s mission to invest and support in the next generation of aviators.”

RAA 2012 Annual Convention and Tradeshow May 21-24 in Minneapolis At its annual convention, the RAA will be addressing the pilot supply problem and in particular the February FAA Notice of Proposed Rulemaking (NPRM) for the Airline Safety and Federal Aviation Administration Extension Act of 2010. The NPRM, based on the recommendations of the First Officer Qualifications Aviation Rulemaking Committee (ARC), requires that all airline pilots must have an Airline Transport Pilot Certificate by August 2013. The NPRM also requires an eligibility requirement of 750 hours of flight time for military pilots and 1500 hours of flight time for civilian airline pilots. CAT will be covering the latest developments in coming issues.

grammes for modern aircraft in the Russian Federation. Using OAA’s comprehensive training expertise, the two organisations will develop ATPL, MPL, MCC, JOC, Aircraft Maintenance and Aviation English programmes tailored for the Russian market.

OAA will place a Boeing 737 Classic full flight simulator (FFS) at UHCAS’s training centre. Along with UHCAS’s recently acquired A320 FFS, the two simulators will support the delivery of integrated UHCAS ab initio cadet programmes and airline training needs. Both devices are expected to be operational by August 2012.

STAA Partnership – ST Aerospace Academy (STAA) has entered into a partnership with Hainan Aviation Academy (HNAA) to train commercial pilots. Under the agreement, HNAA will send 50 of its cadet pilots to STAA to undergo STAA’s High Performance Aircraft Training (HPAT) course.

STAA will conduct four weeks of ground school at HNAA’s facility in Yichang in Hubei province, China, followed by two weeks of flying training at STAA’s Singapore headquarters. The first batch of 12 cadet pilots commenced their HPAT course in March 2012.

HPAT serves to help cadet pilots to transit smoothly from handling low power single engine and multi-engine aircraft that are used in basic training to multi turbo engine aircraft as an intermediary transition to airliners that are operated by commercial airlines. STAA’s HPAT programme is the only one in the region where all flights are conducted on international air routes.

New Training Programs in Asia – CAE is to begin training pilots and maintenance technicians this year for business aircraft and civil helicopter operators in Asia. Gulfstream G450 and G550 training and Sikorsky S-76C++ training will be offered in 2012. Training for the Bombardier Global 5000, Global Express and Global Express XRS business aircraft will be available in early 2013. CAE also intends to deploy a training program for the Dassault Falcon 7X aircraft soon thereafter, the date will be prescribed by market conditions.

simulators (FFSs) and six flight training devices (FTDs) including the new generation AW169, AW189 and AW609 rotorcraft that will all enter service between 2014 and 2016. The building will also feature a roof-top heliport capable of accepting rotorcraft up to 11 tonnes all up mass. The heliport and main building is scheduled to be completed with the first FFS installed in late 2012.

In the last five years AgustaWestland has seen the number of synthetic flight hours delivered by its Training Academies increase by 450%, the number of students increase by over 200% and the number of helicopter flight hours delivered increase by nearly 200%.

Hong Kong Learning Center – FlightSafety International and Gulfstream Aerospace have opened their new Hong Kong Learning Center. The Center will initially offer training programs for Gulfstream G450 and Gulfstream G550 aircraft using a new Level-D qualified full flight simulator and other advanced training devices. FlightSafety’s new Interchangeable Gulfstream G450 and G550 simulator is equipped with the company’s latest advancements in flight simulation technology including the VITAL X visual system and electric motion and control loading technology.

The number of training events provided by FlightSafety in the Asia/Pacific region to operators of Gulfstream aircraft increased by 230% in the past five years. More than 4,000 courses were delivered to customers in the region during 2011 for a wide variety of business and commercial aircraft. This includes over 700 for pilots, maintenance technicians and other aviation professionals who operate and support Gulfstream aircraft.

Training Centres Training Academy Expansion – AgustaWestland has commenced construction work on a new simulator hall at its “A. Marchetti” Training Academy located in Sesto Calende, Italy.

The new simulator hall will be able to house up to nine full flight

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ISSUE 2.2012

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Aircraft Systems Course – Avsoft has released a B737-800 Aircraft Systems Course for pilots that features 24 modules with highly-detailed technical illustrations, an interactive lights and switch guide, complex system diagrams and challenging end of module exams. From Aircraft General to the complex Flight Management System, this course contains 31 hours of instruction.

Boeing Differences Course – Avsoft has released a new Boeing Aircraft Systems Course, the B737-700 with -800 differences. The 24-module, 31-hour course compares the Boeing B737-700 aircraft with its later version the B737-800. The courseware embeds an interactive lights and switch guide, complex system diagrams and challenging end of module exams into every Aircraft Systems Course.

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World News & Analysis ISSUE 2.2012 CAT MAGAZINE

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Training and MRO Hub – Eurocopter’s South East Asia subsidiary based in Singapore will serve as a hub for the Asia Pacific and Middle East regions to provide training, major inspection and heavy structural repairs for the medium twin-engine Dauphin family of helicopters. Eurocopter South East Asia (ESEA) unveiled its new Dauphin AS365 N3/ N3+ full flight simulator (FFS) at the Singapore Airshow 2012. At the same time, ESEA received certification from Eurocopter to be a regional MRO (maintenance, repair and overhaul) hub for the Dauphin family of helicopters.

New Training Centre – Flydubai has officially opened its new state-of-theart training centre, making it the only certified Boeing 737 facility in the UAE. The centre, located at Dubai Airport Freezone (DAFZ), not only allows flydubai to train its own cabin and flight deck crews, but to also conduct third party training to other airlines, including Global Jet, around the region.

The facility, which was built at a cost of more than AED 2 million, includes a fire and smoke training simulator plus four large classrooms and a dedicated computer-based training room. It is an expansion of the original training centre, which was opened in August 2010, and houses a 737 door trainer, emergency training slide, and pilot training seat.

Africa Training Center – ATR has opened a new training center for pilots and maintenance technicians in Johannesburg, South Africa, the first the company has opened in Africa. The center is equipped with a full flight simulator that can train for the ATR 42-300, ATR 42-500, ATR 72-200 and ATR 72-500 models. To operate these new facilities, ATR has formed a partnership with Comair (operator of British Airways southern Africa and kulula.com).

ATR opened the new training center to support the growth of its fleet of aircraft in mainland Africa and the India Ocean islands. Eighty-five ATR aircraft are currently operated by 32 airlines in 20 African countries. While ATR supplies instructors, operators can also hire the simulator and use their own instructors to train their pilots and maintenance teams.

Brazilian Training Center – Safran of France is joining other French companies in establishing a training center

Above The newly installed Dauphin AS365 full flight simulator at the Eurocopter South East Asia Training Centre in Singapore.

Image Credit: Eurocopter South East Asia.

for aircraft manufacturing and maintenance in Brazil. A letter of intent to establish the center has been signed by the French ambassador to Brazil and the president of the Sao Paulo industry federation. The formal contract for the center, which will detail the responsibilities of all partners, is expected to be signed in June.

Commercial Aircraft Sales January 27 – March 23 2012 Aircraft type

Number Operator/Buyer

A319 1 Drukair A319 2 Air Namibia A320 neo 35 ALAFCO A320 neo 30 (conf. MOU) Spirit Airlines

B717 Undisclosed Volotea B737 150 (purchase rts.) Lion Air B767-300ER 4 Air Astana B777-300ER 10 China Southern Airlines B777-300ER 5 Pakistan Intl Airlines

B787 3 Air Astana

E175 3 Estonian Air

E190 1 Estonian Air

CRJ900 2 Rwanda Air CRJ900 NextGen 11 (incl 5 opt.) China Express Airlines CRJ1000 24 (incl 18 opt.) Garuda Indonesia Q400 NextGen 20 (incl 12 opt.) Eurolot Q400 NextGen 5 Ethiopian Airlines Q400 NextGen 2 Horizon Air

ATR72-600 27 Wings Air

Safran Corporate University will coordinate the training solutions and associated resources to be deployed within Safran to enhance the value of its professional skills and presence in Brazil.

The center will focus on producing fully trained technicians for the Brazilian aircraft industry.

Helicopter Training Helicopter Training Programs – CAE is to deploy three new simulation-based training programs for helicopter pilots and maintenance engineers which includes Sikorsky S-92 training - including search-and-rescue (SAR) mission training capability - in Stavanger, Norway and São Paulo, Brazil, and Eurocopter EC-225 training in São Paulo. The programs will feature new CAE 3000 Series Level D flight and mission simulators and CAE Simfinity™ e-learning options.

The CAE 3000 Series S-92 / EC-225 simulator in Sao Paulo will incorporate a “mothership” with interchangeable cockpits.

First AW189 FFS in Service – Rotorsim has announced that it will operate the world’s first AgustaWestland AW189 full flight simulator (FFS). The CAE 3000 Series simulator will be installed at AgustaWestland’s “A. Marchetti” Training Academy in Sesto Calende, Italy and be available for training from the third quarter 2013. AgustaWestland and CAE have also agreed to collaborate on developing and delivering AW189 training devices globally based on market demand and requirements.

Radar Simulator Upgrade – The government of Albania through its Air Navigation Service Provider, ANTA, has upgraded its UFA ATCoach Global Edition simulator. This upgrade will provide ANTA with the latest aircraft and surveillance modeling enhancements, an updated comprehensive graphical based exercise preparation application, and the latest pseudo pilot user interfaces.

The upgrade was delivered as part of Lockheed Martin’s SkyLine® Air Traffic Control System that completed Site Acceptance in November 2011. The system uses UFA’s software to support Test and Training requirements.

Croatian Airspace Simulation – As the first international project since the opening of the Center of Research,

Maintenance Training Maintenance Training Systems – ST Aerospace and Aerosim Technologies Inc. have signed a Memorandum of Understanding (MoU) to jointly develop advanced maintenance training systems. The two companies will set up maintenance training centres globally at Aerosim academies, ST Aerospace’s technical training centres and other locations.

Both parties will collaborate on the development of training curriculum, software and computer-based training (CBT) systems. The training software will be engineered for basic engineering and type courses certified by the Civil Aviation Authority of Singapore and European Aviation Safety Agency, and will be used in both training centres.

The initial agreement includes a feasibility study and eventual statement of work to develop the new software, followed by a definitive agreement to deploy technician training globally.

Approvals – The Air New Zealand Aviation Institute has added Part 66 Cat

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Development and Simulation (CRDS) of the Hungarian ANSP (HungaroControl) a real-time simulation started for the Croatian ANSP with the aim of validating airspace proposals for capacity increase.

The key objective of the Croatian simulation project is to validate new geographical sector configurations to be implemented by 2013 in the Croatian airspace. In addition, the simulation is intended to validate ATC procedures and new working methodologies. The simulation project partly deals with the gradual transition of the service provision to the BHDCA. The transition of the service provision is also foreseen to be implemented by 2013.

Being the most significant research, development and simulation center of its kind in Central Europe CRDS represents the latest technology and provides skilled expertise for the implementation of the SES initiatives.

Several states and ANSPs from the surrounding FAB Danube region have also shown interest in the simulation capabilities of HungaroControl’s CRDS concerning mainly the development and the implementation of the Data Link service provision.

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Scandlearn

www.scandlearn.com

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N3/N3+ Simulator – Thales has completed installation of a full flight simulator for the Dauphin AS365 N3/N3+ helicopter at the Eurocopter South East Asia Training Centre in Singapore. The simulator is the first of its type in Asia and is based on the latest concepts and technologies featured in Thales’s new Reality H product, which is designed to meet the specific needs of helicopter operators.

The modular Reality H simulator comprises a docking station and a dome-mounted visual system mounted on a six-axis motion system. Modules representing the cockpit of each simulated helicopter are then slotted into the docking station.

The new simulator will be qualified both as a full flight simulator Level B and a flight training device Level 3 under European EASA/JAA criteria.

Rear Crew Training – AgustaWestland has signed a Collaboration Agreement with Priority 1 Air Rescue for the delivery of helicopter rear crew training courses to AgustaWestland customers.

Priority 1 Air Rescue will deliver basic and advanced modular training courses for, amongst others, inland hoist rescue, over-water hoist rescue, high-rise rescue, external load lifting and roping/abseiling. All courses will be approved by AgustaWestland and completed either using customer aircraft at the customer’s location or at an AgustaWestland Training Facility.

World News & Analysis

Best Practice Funding?

Funding for entry-level training as a professional pilot has always been problematic. The paradox is that, just when these challenging economic times make funding the more difficult, the long-awaited pilot shortage has arrived. For the moment it is focussed on the immediate needs of Asia and the Gulf as they continue their fleet build up; but the incipient shortage of pilots in the West is now being identified. The global need for pilots is here.

Whilst some airlines have woken up to the problem and have initiated partially-funded training solutions, the main burden of cost still falls to the individual.

Oxford Aviation Academy In a refreshing view that taking shared responsibility for making fund available for self-sponsored students is the way forward, Oxford Aviation Academy have made some radical enhancements to the funding process. One of the major considerations for taking the risk of investment in training has been the hard financial consequences of failure, so the underlying philosophy is to put in place a form of Failure Protection. The fundamental criterion is, through careful selection procedures, to get the right people into the training system, and then to ensure careful performance monitoring during the training. This unlocks bank loans when required for the entire process through to Type Rating. This is a straightforward bank loan; it is not a training bond, transferable or otherwise.

OAA have a dedicated Skills Assessment centre which operates five days a week, and provides two days worth of testing and assessment for prospective trainees. Those successful candidates then get an introduction to the BBVA bank and a bespoke product specifically tailored for OAA, where loans at favourable rates and special repayment terms can be provided. There is a six month holiday after graduation whilst the newly-qualified pilot settles into a job. The student pilot pays a personal contribution from their own funds and the

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>>

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Sharing best practices globally http://IAFTP.org

B1.1 and B2 approvals to its EASA 147 Certificate, enhancing its suite of airline industry training programmes.

The three year curriculum development and approval project which culminated with a UK CAA audit in late 2011 has resulted in one of the most comprehensive aircraft maintenance training curriculums available. It is also unique in that it incorporates a New Zealand National Certificate as the first 36 weeks of either B1.1 or B2 programmes, this provides several key benefits such as all students will receive a sound understanding of both mechanical and avionics aircraft systems at a Certificate level before studying licence subjects at the higher level required by EASA Part 66, and students are able to leave their options open before choosing where to specialise in their second year of study.

Practical training is delivered at the Aviation Institute’s extensive hangar and workshop facilities, and at Air New Zealand’s Technical Operations maintenance bases. Inaugural courses are planned to start in April and May 2012, and enrolments are now being taken from international students and airlines or MROs that outsource their apprentice training. iPad App for Engineers – Etihad Airways is training 200 licensed aircraft engineers with an iPad app developed by SR Technics. Eleven Etihad Airways licensed aircraft engineers took part in an initial trial, which focused on type training for the airline’s fleet of 11 Airbus A340 aircraft. Etihad is now using aircraft type training course tablet technology for its complete range of technical type training.

Etihad Airways senior vice president Technical, Werner Rothenbaecher, said: “We have found that using such technology allows for more efficient and effective training, and one of the major benefits of the iPad is that additional supporting materials may now be included in the interactive manuals such as images, videos, cockpit voice recordings and incidents reports.

Ventures & Partnerships Partnership Agreement – The Royal Aeronautical Society (RAeS) and the International Air Transport Association (IATA) have signed an agreement to work together in partnership with a view to enhancing both safety and quality of air travel by seeking internationally-agreed pilot training, instruction and evaluation standards and processes.

RAeS President Lee Balthazor and Günther Matschnigg, Senior Vice President, Safety, Operations and Infrastructure at IATA signed the statement of intent during the IATA Training and Qualification Initiative (ITQI) Conference held on 15 and 16 February 2012.

The statement follows progress made at the 6th Annual International Flight Crew Training Conference in September 2011, when RAeS was asked to take forward work internationally on flight crew training, instructing and evaluation standards. This includes work by the RAeS Flight Simulation Group which culminated in ICAO Document 9625 Edition 3 on Flight Simulation Training Device Criteria and the International Committee for Aviation Training in Extended Envelopes (ICATEE).

Speaking after the conference, Lee Balthazor said: “The quest for continuing improvement in safety in fundamental to aviation. This conference, organised jointly by the RAeS, ICAO and IATA was designed to accelerate the effectiveness

<<

Cabin Crew Training Cabin Training Devices – TFC Simulatoren und Technik GmbH has recently been awarded a number of new contracts and has completed installations of cabin training devices. The company has installed a new A320/A321 CEET (cabin emergency evacuation trainer) with motion to Turkish Airlines. The device is equipped with main aircraft doors including slides, over wing and emergency exits, fire simulation, and a real time visual system synchronized with the motion and sound system.

Contracts have been awarded by Qatar Airways to supply a B787 door trainer, by Aeroflot Russian Airlines to supply a B777 door trainer, and by Jordan Airline Training and Simulation (JATS) to supply an Embraer 195 door trainer. The B787 door trainer for Qatar Airways will be equipped with one main entry door including a visual system. Qatar Airways cabin will be trained for their Dreamliner being delivered in June 2012.

The new B777 door trainer will be equipped with a 1L/3L door including visual system, and training slides and a passenger seat row are being integrated to the system, and JATS new Embraer 195 door trainer will be equipped with the main aircraft door including a visual system.

Training Conference

7 TH ANNUAL INTERNATIONAL FLIGHT CREW TRAINING CONFERENCE FLIGHT CREW TRAINING: CHANGING THE PARADIGM LONDON / 26 - 27 SEPTEMBER 2012 The RAeS, in partnership with IATA, ICAO and IFALPA, is working to seek convergence in international flight crew training standards.

Don’t miss the opportunity to join this interactive forum and hear from key stakeholders on the progress being made, and the role you can play. www.aerosociety.com/events Lead Sponsor:

ISSUE 2.2012

of selecting and training flight operations, engineering and maintenance staff.”

New Master’s Degree Program – Embry-Riddle Aeronautical University Asia has signed a Memorandum of Understanding with the Civil Aviation Authority of Singapore (CAAS) to deliver the Master of Aeronautical Science (MAS) degree in Singapore. The MAS degree will be delivered at the Singapore Aviation Academy, the training division of the CAAS. Some of the courses included in the MAS program are Advanced Aircraft Performance, Aircraft Development and Systems Design, Human Factors in the Aviation/Aerospace System, Aircraft Maintenance Management, Aviation/Aerospace Accident Investigation and Analysis as well as a graduate capstone project in the last semester of the program. Embry-Riddle expects a strong interest in the MAS program from individuals working in the aircraft Maintenance, Repair and Overhaul sector as well as those working in operational roles at airlines and airports in the region.

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Above TFC has installed a new A320/A321 cabin emergency evacuation trainer with motion for Turkish Airlines.

Image Credit: TFC Simulatoren und Technik GmbH.

balance of training for an airline pilot career programme (ATPL or MPL) can then be funded through the loan.

Failure of performance in training at any point leads to a training review and consideration is given to remedial training and further testing if required; this process is repeated as required. If the ultimate decision is to terminate training then all training costs incurred to that date will be refunded under what is known as a Skills Guarantee from OAA (the deposit, food and accommodation will not be refunded, other than when those costs are incurred during the deployment to Phoenix, Arizona).

The major enhancement for the new 2012 Skills Guarantee is that there will now be no extra charge for any remedial training and testing. The view is that frequently the concern about rapidly-rising costs incurred once remedial training and testing starts, puts the student under very high increased pressure, which is not conducive to improving performance.

Remove those costs from the equation and both the student and the training team can dismiss those concerns and simply concentrate upon improving performance.

The BBVA bank loan option is not mandatory, but is available to all successfully selected students on airline career programmes, subject to the normal banking background checks.

The enhanced OAA Skills Guarantee is however included for all airline career students. The entire process typically takes 2-3 months to put in place.

What’s in it for OAA? The advantages to the student are obvious, but the simplest measure of success of this scheme is that, back in 2003, the failure rate for students was 15%; the most recent figures show just 3%. Any process that can make that kind of difference to the business must be taken seriously. – Chris Long

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World News & Analysis

Arrivals & Departures

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ICAO – The Council of the International Civil Aviation Organisation (ICAO) has announced that Raymond Benjamin (France) has been appointed as Secretary General of the Organization for a second three-year term, from 1 August 2012 to 31 July 2015. During his first term, he sharpened the focus of the Organization to make it more prominent and effective in its leadership role as the global policy-setting forum for international civil aviation.

Key measures included realigning the work of the Organization around three strategic objectives (Safety; Security; and Environmental Protection and the Sustainable Development of Air Transport), introducing organizational changes to increase synergies and foster the development of global solutions to meet future challenges, consolidating and strengthening partnerships with stakeholders, and developing strategies to enhance the profile of ICAO. Multi Pilot Simulations B.V. – Mr. René Veerman has been appointed as Global Sales Manager and will be responsible for global sales and marketing of the MPS product range and services and report to the CEO of MPS Mr. Dick Verburg.

FlightSafety International – Bob Reding has been named Senior Advisor to the CEO. A 30-year industry veteran, Reding has successfully led and contributed to the management and operation of several airlines, most recently serving as Executive Vice President-Operations for AMR Corporation. Reding also served as Senior Vice President-Technical Operations, American Airlines; Chief Operations Officer, American Eagle; President and CEO, Canadian Regional Airlines; President and CEO, Reno Air; Vice President of Flight Operations, Midway Airlines; and Vice President of Flight Operations, Air Florida.

SuperJet International – Nazario Cauceglia has been appointed Chief Executive Officer. Cauceglia was Chief Technical Officer of the former Alenia Aeronautica, now known as Alenia Aermacchi. He succeeds Carlo Logli as CEO. FlightPath International – Rudy Toering has been appointed to the position of vice president, Business Development. Andrew Lucas, FlightPath International president stated, “Rudy

brings to our team extensive management and operational experience that has been gained through working with senior executives, government and regulatory leaders.” cat

Index of Ads Aerosim Technologies www.aerosim.com 11, 19 & 43 APATS 2012 Conference www.halldale.com/apats 4 AQT Solutions www.aqtsolutions.com 15 AXIS Flight Training Systems GmbH www.axis-simulations.aero 34 Bosch Rexroth www.boschrexroth.com/motion 22 & 23 CAE www.cae.com Centre Spread & OBC Christie Digital www.christiedigital.com/CAT 45 EATS 2012 Conference www.halldale.com/eats 20 EDM www.edm.ltd.uk 25 Equipe Simulation www.equipe-simulation.com 10 Finnair Flight Academy www.multifly.net 31 FlightDeck Solutions www.flightdecksolutions.com 39 FlightSafety International www.flightsafety.com 3 Frasca International www.frasca.com 17 Halldale S&T Directory www.halldale.com/directory 18 Honeywell International www.honeywell.com 21 Interfire www.interfire.fi 26 International Association of Aviation Personnel Schools www.iaaps.info 14 International Association of Flight Training Professionals www.iaftp.org 48 JetPubs www.jetpubs.com 33 & 42 JVC Professional Products www.pro.jvc.com/visualization IBC MINT Software Systems www.media-interactive.de 13 Multi Pilot Simulations b.v. www.flymps.com 41 Opinicus www.opinicus.com 37 Oxford Aviation Academy www.oaa.com 6 Pan Am International Flight Academy www.panamacademy.com IFC Pratt & Whitney www.pw.utc.com 29 RAeS Conference www.aerosociety.com/events 49 Scandinavian eTraining Center www.scandlearn.com 47 Simulator Census www.halldale.com/sim-census 30 TFC Simulatoren und Technik GmbH www.tfc-kaeufer.de 26

Calendar Airline Simulation & Training Events 17-19 April 2012 WATS 2012 – World Aviation Training Conference & Tradeshow Rosen Shingle Creek Resort Orlando, Florida, USA www.halldale.com/wats Organised by Halldale Media Conference by CAT Magazine 28-29 August 2012 APATS 2012 – Asia Pacific Airline Training Symposium Fairmont Hotel Singapore www.halldale.com/APATS Organised by Halldale Media Conference by CAT Magazine 6-7 November 2012 EATS 2012 – European Airline Training Symposium andel’s Hotel Berlin Berlin, Germany www.halldale.com/EATS Organised by Halldale Media Conference by CAT Magazine 14-16 May 2012 EBACE Geneva, Switzerland http://www.ebace.aero/2012/ 21-24 May 2012 37th Annual RAA Convention & Tradeshow Minneapolis, MN, USA www.raa.org 29 May 2012 Rotary Wing Mission Training Rehearsal & The Role of Flight Simulation London, UK www.aerosociety.com/events 9-15 July 2012 Farnborough International Airshow Farnborough, Hampshire, UK www.farnborough.com

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

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Have a conversation with CAE about your pilot training and recruitment needs

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WATS, April 17-19, Orlando, Booth 115 RAA, May 21-24, Minneapolis, Booth 621

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