CAT Magazine - Issue 2/2013

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Volume 24

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Issue 2/2013

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Airline Training Profile

ANA – Setting Training Standards Technology Update

New Realities on the Flight Deck Regional Airline Training

Meeting the Deadline Cabin Security Training

Beyond Protecting the Flight Deck

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ISSUE 2.2013

Editorial comment

Cultural Leadership One of my favorite truisms is “Organisational culture is set at the top and measured at the bottom.” Yet another is “Unless you can measure it, you can’t improve it.” A lengthier one that resonated for me recently is “Look, each air operator within a specific route structure and flying the same equipment has essentially the same cost paradigms: fuel, aircraft maintenance, catering, airport fees, and salaries. The only competitive advantage one operator may have over another is their corporate culture – and that culture drives everything from safety operations to customer care.”

I can’t help but think pilot unions might not agree with that last quotation about “the same cost paradigms.” They might argue that air operators are now enthusiastically embracing the new crop of aviators due to their lower wages and benefits, as compared to those of the senior pilots about to retire, and that this is contributing to the success of the so-called low cost carriers.

To be fair, however, pretty much every industry is paring back benefits and wages as compared to the generation that preceded it. Aviation does not live in a vacuum, nor do national governments as we have recently seen. And while these economic realities are exacerbating aviation recruitment at the moment, an even more important issue is the degree that they may be contributing to employee-management strain and internal communications within aviation operations. Is there an impact to safety as a result?

Since the greatest threats to safety have their roots in organisational issues, making the system even safer will always require specific action by the organisation. We are all familiar with Safety Management Systems (SMS), and know that it’s a system that integrates certain tools, including senior management commitment, identification of hazards, risk management, safety reporting, investigation, education and remedial activity. A good Chris Lehman SMS can be seen to generate a Safety Editor in Chief Culture and provide the positive management environment necessary to identify and resolve safety issues. A Safety Culture is often viewed as an enduring or pervasive characteristic of an organisation, created over time, which gives rise to a consistent way of dealing with safety issues.

" Organisational culture is

set at the top and measured

at the bottom."

A central tenet of a Safety Culture is excellence in communications from the bottom up, but particularly from the top down. Senior management encourages and rewards employee initiative in providing safety information, and analysis and action quickly occurs. Feedback is continuous with all employees clear on what is acceptable and unacceptable, and they are motivated to apply their own skills and knowledge to enhance organisational safety.

Senior management must have the knowledge, vision and commitment to ensure that a true Safety Culture is created and nurtured. In the current environment of cost-pressures, strained labour relations, extreme competition and little customer loyalty, this is more than a challenge. If these internal and external pressures are mitigating an organisation’s Safety Culture, can the deterioration be measured? No doubt we all have our views, but when we see a decline in internal communications, a fall-off in morale, or a noticeable disconnect between senior management and employees, there is cause for concern.

In my view, one can always obtain a hint of an organisation’s culture – safety or otherwise – by that first contact with a company receptionist or airline check-in staff. That first subjective assessment often remains consistent right through the entire experience with an organisation.

Ultimately a positive organisational culture is the responsibility of senior management. And if that culture is also one of the few things that can provide a competitive advantage in the marketplace, I can’t think of anything more important to the executive suite.

Safe Travels, Chris Lehman CAT Editor in Chief

e chris@halldale.com C AT MA G A Z INE 2 . 2 0 1 3

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Contents

ISSUE 2.2013

08

18

Editorial

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

Group Editor Marty Kauchak

e. marty@halldale.com

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

Advertising Director of Sales Jeremy Humphreys

& Marketing t. +44 (0)1252 532009 e. jeremy@halldale.com

Sales Executive, Zenia Bharucha

North America t. +1 407 322 5605 e. zenia@halldale.com Sales & Marketing Karen Kettle

Co-ordinator t. +44 (0)1252 532002 e. karen@halldale.com Marketing Manager Ian Macholl t. +44 (0)1252 532008 e. ian@halldale.com

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22

Operations

Design & David Malley

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

Distribution & Stephen Hatcher

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Halldale Media Group

Publisher & Andy Smith

CEO e. andy@halldale.com

05 Cultural Leadership. Editor in Chief Chris Lehman ponders the challenge of generating and maintaining an aviation safety culture.

08 ANA – Setting Training Standards. Chris Long investigates the simulation and training capabilities of ANA. 14 Meeting the Deadline. Chuck Weirauch looks at the unique training issues of US regional airline training.

18 New Realities on the Flight Deck. Rick Adams explores the latest flight deck technologies.

On the cover: ANA B787 Dreamliner.

Image credit: TonyV3112 /Shutterstock.

UK Office Halldale Media Ltd. Pembroke House 8 St. Christopher’s Place Farnborough Hampshire, GU14 0NH UK t. +44 (0)1252 532000 f. +44 (0)1252 512714

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6 issues per year at US$168 t. +44 (0)1252 532000 e. cat@halldale.com

22 Beyond Protecting the Flight Deck. Marty Kauchak reports on training programs to maintain a secure cabin environment.

25 Turkish Delight In The Future. An update on Turkish Airlines' training and simulation programmes.

28 Distance Learning: Could it be an Asset to Your Training Program? Dr. C. Hall “Skip” Jones provides an overview of an effective distance learning programme.

32 A Philosophy For The Future. Chris Long looks at the future of maintenance training at Airbus.

34 Boeing Training on the Move. A report on the consolidation of Boeing’s flight training in North America.

36 Seen & Heard. Updates from the training and simulation community.

Compiled and edited by Fiona Greenyer.

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C AT MA G A Z INE 2 . 2 0 1 3

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Airline Training Profile

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ANA

T g n i t t e S

ANA has ordered 66 B787s, of which 17 have been delivered.

Image credit: Boeing.

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

s d r a d n a t S g n i n i g Tra Chris Long journeys east to investigate the training and simulation expertise of Japan’s largest airline.

A

s Yong Choi, Supervisor Flight Crew Standards indicates, the first time All Nippon Airways operated under that name was in 1957, when it started to service the domestic market of some 123 million people; international routes were opened up from 1986 onwards. A milestone was passed in 1999, when ANA became a member of the Star Alliance Network. ANA has grown considerably since then, and there is now a strong network of 108 domestic destinations, and 67 international flights. To operate that network ANA has a fleet of some 220+ aircraft and about 2200 pilots with 5300 cabin attendants. There are orders for 66 Boeing B787s (15 of which are the B787-9) and 17 B787s have been delivered so ANA will gradually become primarily equipped with Boeing aircraft, except for a small number of DHC-8-400s which are used for some domestic services. There is clearly a large training task associated with those numbers.

In a normal year there are about 150 type rating courses, and the recurrent/command/instructor training is an on-going process.

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Airline Training Profile With 14,000 employees, All Nippon Airways, (ANA) is Japan's largest airline, and is characterised by placing a great deal of emphasis on training. Even after the young first officers become fully qualified and operational, the preparation for eventual command continues on a day-to-day basis. So important is this, that in the ANA Policy Manual one of the duties of the captain is defined thus: “the captain shall educate and train the first officer”. After every commercial flight the captain has to write a report on the first officer and show it to him/her. There is no role as senior first officer – all eyes are on command as the next step, and this coaching is seen as a critical element in that progression. The pilots of all the aircraft fleets are sub-divided into groups which cascade down to teams led by a captain, whose responsibility is to mentor five to six first officers. In the global context it is unusual to formally require line captains to undertake a guiding role for young pilots, but the principle of continuous improvement is unambiguously illustrated by this mandated task.

Facilities At its historic base of Haneda airport, Tokyo, a full complement of training capabilities has been installed. Consequently, all training of flight deck crew, cabin crew and maintenance teams can be completed here. With 15 full flight simulators and supporting FTDs the search is now on for an additional B787 simulator to add to the two already in place. One element that has had an impact is the local conditions which prevent simu-

lator use during the night hours, so that up until now utilisation rates did not reflect the industry norm. However the daytime is well-used, not least because there is an ANA group company, Base Maintenance Technics Corporation which undertakes the routine maintenance and updates of the FTDs. Maintenance of the training devices is such a specialist role that there is considerable in-house training of that team to ensure

ANA currently operates 15 FFS, including two B787s.

Image credit: ANA All Nippon Airways.

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Cabin Crew Training

that all devices used in the pilot training and cabin attendant training are serviceable.

Although historically ANA believed that training is most effectively carried out using its own facilities and instructors, part of the recent review of the training has been to identify competent organisations to which ANA training could be outsourced and one of those, PANDA (a ANA subsidiary training company founded in 2011) is already colocated at Haneda.

As Captain Masami Tsukamoto, Manager B787 fleet indicates, there is a carefully structured range of training roles as defined by ANA: the simulator instructors are specialists in that role; some of them are classified by the Civil Aviation Bureau (CAB) of Japan as Designated Check Airman. There are then Line Instructors, who carry out the training of first officers and Route Training Captain, who undertake both captain and first officer training. The next level is a Route Evaluation Captain, who signs off internal ANA confirmation that a captain is ready for the Initial Line Check. It is then a requirement of the CAB that the initial line check for a captain be carried out by a CAB inspector; thereafter successive line checks can be carried out by ANA Designated Check Airman. Within Japanese culture there is an embedded respect for seniority and experience, which could sometimes be at odds with the active monitoring role required of a first officer. ANA is, of course, very well aware of this, and has an active and continuous programme to address the issue through positive CRM training.

ANA completes all its own cabin attendant training, with separate but colocated teams running the Safety Training and Inflight Services Training. Naoko Ishizaka, Manager Safety Training, works to prepare the cabin attendants for their tasks. There are an additional 600 attendants to train, split between the ANA Groups other airlines, Air Japan and ANA Wings. Naoko Nishijima is pleased to point out that the iPad is already central to the training patterns.

New trainees have a four day introduction to ANA and then they are sent away to complete a course of pre-study using their iPad before starting the intensive full-time training at Haneda. Thereafter the iPads remain as a training tool (all the course material is on there) and the device is retained as a primary communication vector with the company – rosters, updates and so on all are accessible.

In ANA it is possible to follow an entire career moving up through the levels of responsibility within the cabin attendant role. There is a constant list of applicants who aspire to the training task because it is seen as a critical step in career progression, and in fact the 100 instructors are the pride of the Cabin Attendant training organisation.

The levels of motivation and enthusiasm are high – a quality which is infused into the new trainees who are selected from recent university graduates. The training lasts for 36 days, apart from those who will be based overseas at London, Shanghai, Taipei and Seoul; these trainees will have a total of 56 days which includes familiarisation with local cultures.

The comprehensive training includes live fire training, disruptive passenger, door training, in-cabin emergencies, as well as evacuation and dinghy drills. It is during the emergency evacuation and dinghy drills that the two streams of flight deck and cabin crew come together for CRM training.

Recruiting In common with airlines in many parts of the world, ANA has some challenges in recruiting bright young people into the industry. Some of the new pilots come from the Government Civil Aviation College, which also provides pilots for other C A T M A G A Z INE 2 . 2 0 1 3

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Japanese airlines and a few are ex-military. However, the majority come through ANA's own training process. Even though the cost of training ab initio pilots is borne by the airline, it is still a challenge to encourage sufficient numbers to sign up.

Historically the limited places for the ab-initio pilot training programme have been 100 times over-subscribed, although some have joined the ANA training process having obtained a CPL form a university. Now the first year only limitation has been extended to three years after graduation, and in future it is likely that other universities will be trawled to achieve the same quality. This matches the government directive to encourage employment, and the system is effective – a virtually 100% pass rate illustrates that.

However it is the length and thoroughness of the pilot training process that ultimately determines the competency on the flight deck, and it is this which impresses. For a start all pilot trainees start with at least a full year working in another department of ANA, whether that be administrative, maintenance, cargo or passenger handling in order to understand and absorb the culture of the airline.

They then start the long path to licences – this includes 711 hours of ground school, followed by 159 hours single engine training on the Beechcraft Bonanza at Bakersfield, California at the International Flight Training Academy (IFTA). To this is added 44 hours ground school and 35 hours (including 10 hours on an FTD) multi-engine training which is on the Beech Baron.

The Instrument Rating phase is for 173 hours ground school, then 68 hours on the Baron (including 20 hours FTD). Overall the training for the CPL/IR lasts 19 months.

New First Officers www.klmflightcrewtraining.com

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The new licence holders will go to either the B767 fleet or the B777 fleet, so there is considerable attention and training given to prepare them for that role. The B777 route, for instance, entails a further 143 ground school studies of jet performance, high altitude operation etc. together with 129 hours of system training, and six hours emergency training. Twelve FFS sessions of two hours each are completed to cover normal operations, followed by five one hour sessions in the FFS to prepare for four 50 minute sessions in the aircraft for local airport familiarisation at Nagoya, with seven touch-and-goes in each session.

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

17991 KLM trainings facility advertentie final.indd 1

18-03-13 16:09

Left IFTA operates a fleet of 20 single engine Beechcraft A36 Bonanzas.

Above ANA completes all its own cabin attendant training.

Image credit: ANA - All Nippon Airways.

13 two hour sessions are flown in the FFS to cover the rest of the type rating requirements before a Type Rating trip with a company Designated Check Airman. Although that satisfies the Zero Flight Time (ZFT) training mandated for experienced pilots, both the CAB and ANA have chosen to go beyond the minimum ICAO requirements. The first B777 course will achieve the ANA company requirements of 28 landings in the B777 aircraft to complete the validation.

Because of the length of the B777 sectors, the requirement is for On-the-Job (OJT) Route Training to be a minimum of 60 and a maximum of 90 sectors. The first course to follow this profile started in November 2012, and is due to finish in October 2013.

MPL Recognising the advantages of a wellexecuted MPL process, ANA will shortly be initiating its own MPL programme for pilots going to the B777 (with the prospect of this being used later on for the B787), and is in the process of identifying a robust model which matches the best of global standards.

PANDA Hideyuki Shibuichi, president of PANDA, carefully points out that the name is not

that of the emblematic animal, but rather that it shows its target market (Pacific AND Asia). This is an ATO based at Haneda airport and is 51% owned by ANA, with 49% held by ANA Trading. Set up in response to the planned growth of aviation in the region, it was established in December 2011, and it got underway very quickly, with the first courses starting training in May 2012.

The aim is to use its geographically favourable position to bring training to regional carriers who have easy access.

In the fullness of time that will, naturally, expand further, largely with its partnership with Pan Am International Flight Academy.

Early customers are other airlines in the ANA group – Peach, Air Asia Japan, Air Japan – as well as non-ANA entities. It is the first specialist simulator training company in Japan, and the key is that it calls on a large pool of readilyavailable current and retired ANA and JAL instructors. The growth of LCCs in the region which, classically, do not have their own training facilities, gives an exciting potential market.

Two FFSs are installed, one an A320 from L3, the other a B737W/800W from Sim Industries. Both are equipped with a state-of-the-art Rockwell Collins EP-8000 visual system. These are supported respectively by an A320 Airbus procedural trainer (APT) and a B737 flat panel trainer (FPT). With access to the existing ANA facilities, PANDA will be now in a position to employ its expertise to answer the demands of quality that ANA expect.

The Future ANA has plotted the future with an updating of the aircraft fleet and consolidation of its route structure and Star Alliance partnerships. At the core of the vision to adapt to the future needs of the 21st century is the updating of the whole approach to training. In the timescale 2013-2015 this will be done by carefully integrating both MPL and AQP processes right into the core of the training philosophy so that, alongside the promotion of the company culture, a solid base of both knowledge and competence will be the foundation built at the start of a career with ANA. cat C A T M A G A Z INE 2 . 2 0 1 3

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Regional Airline Training

Meeting the Deadline Chuck Weirauch takes a look at the unique training challenges facing US regional airlines while complying with new aviation law.

W

ith the clock ticking towards August 2, 2013, when the sections of Public Law 111-216 that require airline first officers to have become ATP certified and accrue 1,500 hours of flight time in order to earn that certification are scheduled to self-enact, regional airlines have implemented training programs to assure that their pilots will meet those requirements by that deadline.

While the majority of the industry has vigorously opposed those parts of the law (Sections 216 and 217 of the Airline Safety and Federal Aviation Administration Extension Act of 2010), and have predicted regional airline service interruptions and pilot shortages as a result, airlines have basically assumed that the regulations will become a part of the cost of conducting business in a more rigorous regulatory environment.

Goal "Last year, our members had already started the process of training their first officers that did not already have ATPs to complete the certification process to meet the Public Law deadline," said Captain Scott Foose, the Regional Airline Association’s (RAA) senior vice president of Operations and Safety. "We have received good support from the FAA to ensure that these programs were developed and implemented, and at this point our members are well beyond the half-way point in completing that process."

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C A T M AGA Z INE 2 . 2 0 1 3

Across the board, RAA member airlines have added training both in the classroom and in the simulator in order to prepare their pilots to complete the ATP certification process, Foose said. They were able to incorporate ATP training as a supplement to most of the pilots' recurrent training requirement, and this approach avoids disrupting the lives of the pilots. The airline type rating that is an additional requirement is also being included during recurrent training, Foose added. Last year, the FAA determined that when an ATP check ride is completed in a typerated aircraft, the pilot successfully completing the check ride would also receive a type certificate on that aircraft. The airlines have included this check ride, and pilots are earning their type ratings in this manner, although they do not necessarily gain pilot-incommand (PIC) status, he explained.

AQP Even though the ATP and type rating training cost airlines considerable time and expense, the training managers at Air Wisconsin decided to expand their pilots' next recurrent training event even further to provide them with Advanced Qualification Program (AQP) certification as well. According to Captain Paul Preidecker, Chief Flight Instructor for the airline, Air Wisconsin had been working with the FAA for a long time to develop an AQP program. The airline gained approval for the program in July 2012, the same time it had decided to start its FAA-approved pilot ATP and type rating training effort. ExpressJet Airlines has also taken that same approach. American Eagle has been developing an AQP program.

"In one month, we made the transition over to AQP and our first officer ATP plans," Preidecker said. "We tried to take the initiative in the company to do this at the same time, since it just made for an easier transition for everybody."

Making Progress

ExpressJet Airlines has been approved to conduct ATP/Type ratings as part of its FAAapproved AQP program.

Image credit: ExpressJet Airlines.

As Foose stated, regionals are well on their way to have all of their pilots ATP certified and type rated by the August deadline.

Preidecker said that as of March 7, 70 percent of Air Wisconsin's 280 first officers have now met the requirements, with all doing so by the end of July. Captain Jim Winkley, VP for Flight Operations for American Eagle Airlines reported that of 1,368 pilots, only 375 have yet to become ATP certified. All will have earned their ATPs and type ratings by the end of June, with July left for any make-ups, he added.

According to Darrin Greubel, Manager of Line Operations for ExpressJet Airlines, the regional air carrier has been approved to conduct ATP/Type ratings as part of its FAA-approved AQP program. First officers have been successfully completing the program since the Fall of 2012 on all fleet types. To date, the program has been very successful and all pilots are expected meet the PL-111-216 requirements by August 1.

Captain Jim Barbour, Director of Training for ExpressJet, reported that as of March 14, 870 of the airline's 1,684 CRJ and ERJ first officers needed to complete their ATP/APQ training and earn their certificates, with everything on track to meet the deadline.

Hiring Some regional airlines are currently hiring new pilots, but in light of the 1,500-hour and ATP requirements, they are only employing those with more flight time than in the recent past. Barbour said that his airline is doing "a little bit of hiring", but everyone that is being hired has the ATP minimums.

"Air Wisconsin has been looking at this for a long time as to how we would meet the requirements of the Public Law," Preidecker said. "So we said that in order to be interviewed, you would have to meet ATP minimums. We don't necessarily require that someone has an ATP when they come here. On the screening and hiring end of things, we just stated that so we would not have any problems with that by August, and we have not had any difficulty finding people with those qualifications."

Winkley said that American Eagle is currently hiring 20 to C A T M AGA Z INE 2 . 2 0 1 3

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Regional Airline Training 30 new pilots a month that have 1,350 to 1,400 hours, but prefer those pilots with 1,500 hours and an ATP. The airline will continue to raise that new hire minimum until it reaches the federally required levels, he added.

Curricula While Preidecker and Winkley reported that they had good cooperation from the FAA in developing the curricula for the recurrent ATP/type training programs, they also reported that doing so was a challenge for both airlines. Preidecker, who is the Chairman of the RAA Flight Training Committee, said that one of the biggest challenges for operators was that there are several sources of guidance for developing the curricula. Operators were challenged to blend all of that information and create a curriculum that would satisfy all of the regulator requirements, he explained.

Besides the regular recurrent twoday classroom ground school, airlines increased the number of simulator sessions for the ATP certification program, three such sessions for American Eagle, while ExpressJet employed two four-hour simulator sessions after a two-day ground school. Preidecker

said that the most effective ATP training tool for his airline is a realistic, line-orientated simulator scenario that replicates real-world conditions and routes.

In addition to developing and administering the ATP/ AQP program for their pilots, some airlines also provided several additional learning aids for them as well. Winkley pointed out that American Eagle helped prepare its pilots for the ATP written exam with a guide provided by ATP Flight Schools.

American Eagle is currently hiring 20 to 30 new pilots a month that have 1,350 to 1,400 hours.

Image credit: Bombardier.

WATS & RAA Convention to Focus on Regulation Impact, Pilot Supply and Demand This year's World Aviation Training Conference and Tradeshow (WATS), 16-18 April, and the Regional Airline Association’s (RAA) 2013 Annual Conference to be held May 6-9 in Montreal, Quebec will once again both cover the most vital and relevant topics related to air safety and operations, with this year's events highlighting the impact of Public Law 111-216, other pending regulations, and pilot supply and demand. The RAA's Flight Training Committee has developed the Regional Airline Pilot conference sessions to be featured at WATS. Captain Scott Foose, the RAA's Senior VP for Operations and Safety, will moderate WATS/RATS Day 2 Session 5 – Regional Airline Pilot Supply, Public Laws, Rules & Training. Presenters will include Professor 16

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Kent Lovelace, Department of Aviation Chair, University of North Dakota, Captain Jim Winkley, VP for Flight Operations, American Eagle Airlines, Jason Griswold, Managing Director, Brown Aviation Lease and Captain Paul Preidecker, Chief Flight Instructor, Air Wisconsin Airlines.

According to Foose, the WATS/ RATS Day 1 Session 4 – The US Pilot Supply and Demand Nexus, will be an industry stakeholder panel comprised of the Industry Pilot Supply Work Group that has been working since last August to draw attention to the need for an in-depth and objective look at the issue of pilot supply and demand. This session will be moderated by the FAA's John Allen, with presenters including Captain Darrin Greubel, Manager of Line Operations for ExpressJet Airlines; Dr. Tim

Brady, Dean, College of Aviation, Embry-Riddle Aeronautical University; and Captain Paul Railsback, Director of Operations, Airlines for America (A4A).

Preidecker will moderate the Day 2 WATS/RATS Breakout Session II – Managing and Promoting Professionalism. Captain Alison Donway, Director of Operations for Horizon Air; Kenneth Byrnes, Chairman of ERAU's Flight Training Department; and Captain Dave Ryter, American Eagle Airlines, will present for this session.

"The RAA has been involved in WATS from not only a participation level, but also supporting the agenda development of the WATS program for a number of years," Foose said. "The conference is an excellent program that has a lot of value to regional airlines as well as other attendees."

and Air Wisconsin provide a quarterly program, while American Eagle pilots are required to perform eight hours of online home-based training as a part of regular recurrent training.

"We consider the Internet ground school portion of recurrent training not so much of a time-saving in the overall training footprint than as a better mechanism for getting information out to our pilots, and quarterly makes more sense for us as to timeliness and content," Preidecker said.

Rulemaking Process Flawed

Distributed Training All three airlines cited in this article provide online distributed training to support regular recurrent training and the ATP program, as well as a means to provide updates to pilots. ExpressJet

Although the aviation industry is still advocating additional academic exceptions to the 1,500-hour requirement, at this point regionals are viewing it as yet another part of conducting business operations. And while Winkley feels that the process "has gone a lot better that I had hoped," and that pilots have accepted it, Foose said that the RAA organization is unsatisfied with how the first officer requirement rulemaking process has been conducted.

"We are really disappointed that this rule-making activity is taking so long," Foose said. "Unfortunately, until that rule is finalized, it disenfranchises young people out there either in an academic program or who are contemplating going through those academic programs. So that's really a key issue for the students, and of course other stakeholders, not only the airlines, but also the communities that really rely on service from regional airlines."

"We are very dependent today on the FAA completing their new rulemaking activity, and hopefully it will recognize that flight time is really an arbitrary metric for determining whether a pilot has the knowledge to fly professionally and safely," Foose summed up. "So we believe that the FAA has in its hands a wealth of information, much of which was provided by the FOQ ARC, which will allow them really to define an academic credit system that will recognize how far academics will reach to developing a better pilot." cat

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Technology Update

New Realities on the Flight Deck What’s a solution to more congested airspace and pilot information overload?

How about simulation in the cockpit? Rick Adams reports.

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imulation for commercial aviation seems to be coming full circle. The original objective of modeling and simulation was to replicate the real world as faithfully as possible to provide a highly realistic training environment, and the technology evolution of the past 20 years, particularly of visual systems, has effectively accomplished that. Now the challenge is shifting to augmentation of the real world in the aircraft cockpit with selected artificial elements of simulation – almost beyond reality, in a sense – in order to enable more precise operations, especially in less than ideal flying conditions.

“Air transport operators have to be cognizant of the airspace demands. There are more airplanes, more traffic. There’s also an explosion of information and capabilities utilizable by the crew,” explains Craig Peterson, Rockwell Collins director of avionics and flight control marketing.

New airspace management technologies such as reduced vertical separation minimums (RVSM), automatic dependent surveillance broadcast (ADS-B), wide area augmentation system (WAAS) and many others are creating new comprehension pressures, both in the air and in the training classroom.

“As the airspace evolves,” Peterson says, “especially in crowded sectors such as the US East Coast and Europe, it creates command and control issues of segregation and separation, requiring greater situational awareness.”

The Federal Aviation Administration’s annual forecast predicts traffic volume for US air carriers will rise by more than 75% over the next two decades (an annual average of 2.2% a year, down from last year’s estimate of 2.6%). “The aviation industry continues to show resilience, even during difficult eco-

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nomic times,” notes FAA Administrator Michael Huerta.

Other regions of the world are expected to be much more robust. Latin America at 4.7%, buoyed by Brazil at 6.1%, the Asia Pacific region at 4.3% and the cross-Atlantic ‘Open Skies’ market by 4.1%.

But even those numbers are modest compared with the advent of drones in the latter half of this decade. The FAA forecasts that up to 10,000 commercial unmanned aircraft systems (UASs) could be in the skies by 2020, once they issue regulations on civil UAS operations by 2015, as requested by the US Congress.

“UASs represent the same kind of airspace management threat,” says Peterson. “You need to know their position and intent, and they need to be managed for segregation and separation just as with a piloted vehicle.”

Synthetic, Enhanced, or Both?

Two of the solutions available for pilots to better manage their position and intent in the airspace are synthetic vision and enhanced vision.

The Rockwell Collins Pro Line Fusion integrated cockpit is being fitted to multiple new regional jets in production.

Image credit: Rockwell Collins.

Synthetic vision systems (SVS), in essence, are similar to the computer-generated 3D world which pilots use to train in a flight simulator, and may be derived from the same databases.

The system graphically represents the real-world terrain, bodies of water, roads, buildings and other obstacles, airports and runways, and is presented via a primary flight display (PFD) or Head Up Display (HUD). In addition, an artificial horizon, heading, attitude, altitude and other indicators can be overlaid on the terrain.

The depiction of the world in front of the windscreen is not necessarily photorealistic, as in the simulator. Rather, in the cockpit, elements of un-reality can be introduced in order to deliver critical information to the pilots. For example, terrain heights may be characterized by different colored banding. Highway In The Sky (HITS) projected path boxes can be presented as well.

And the synthetic world displayed is always clear and bright, unobscured regardless of the real-world weather.

Enhanced vision systems (EVS) share the artificiality of SVS, but instead of a pre-packaged database, EVS presents real-time imagery generated by onboard sensors (typically infrared or radar). Because the sensor can “see through” low visibility haze or night conditions, a CAT I approach be can used under CAT II conditions, for example.

The first synthetic vision system to be FAA-certified, in 2009, was Gulfstream’s PlaneView flight deck, developed with Honeywell. SVS systems are now available as original equipment or retrofit from Rockwell Collins, Garmin, Universal Avionics, Cobham and others.

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Technology Update Application has been largely confined to business aircraft and helicopters, though the corporate aircraft versions of the Boeing 737 and Airbus A320 have been equipped with synthetic vision.

Rockwell Collins’ latest integrated cockpit with SVS, known as Pro Line Fusion, is being installed on new regional jets such the Bombardier CSeries, Mitsubishi MRJ, and China’s ARJ21.

“The air transport world is behind in terms of embracing this technology, but that is changing,” says Peterson. Rockwell is planning to add synthetic vision capability to a Boeing 757/767 cockpit retrofit by around 2016. The Airbus A380 was the first aircraft to feature an EASA-approved head-up display (HUD) with SVS capability.

Cargo operator FedEx and other early adopters such as Alaska Airlines and Southwest Airlines are also using various combinations of Rockwell Collins’ SVS and EVS, according to Peterson.

Air Iceland’s recent Dash 8-Q200 cockpit upgrade incorporates a Universal Avionics Vision I SVS. Honeywell’s Primus Epic integrated cockpit, which includes synthetic vision, has been chosen

by Embraer for its second-generation E-Jets family.

Garmin’s G1000 integrated cockpit with their Synthetic Vision Technology (SVT) has also made its way into the trainer market on Piper’s Archer and Seminole aircraft.

The A380 also has an enhanced vision capability, which integrates imagery from forward-looking infrared (FLIR), millimetrewave radiometry, milimetre-wave radar and/or low-light image intensification.

Gulfstream’s EVS, using FLIR technology developed with Kollsman, is said to be tuned to the sensitivity of runway light frequencies. Dassault’s Falcon 7X uses a “second generation” EVS from CMC Electronics.

Peterson says the EVS capability can be used for such situations as “a black hole approach at midnight in Aspen, Colorado” or for airfields with minimalist instrument landing systems (ILS) such as in China or India, “which don’t have the airport lighting environment fidelity we see in the US and Europe.”

Supporting these new graphics-driven capabilities in the cockpit are ever-larger displays. “Displays are larger and have much more processing horsepower and connectivity,” Peterson describes. “They enable information-rich applications.”

Compared with the previous generation electronic flight instrument system (EFIS) displays, which were between four and six inches wide, today’s “glass cockpit” display real estate can include multiple 15-inch touch-screens as in the Boeing 787.

Rockwell positions its SVS and EVS on the HUD, preferring the “eyes up” approach, whereas Honeywell and others locate them on the head-down displays.

Above Honeywell’s IntuVue creates a 3-D cube of weather radar data to identify turbulence at a greater distance and predict hail and lightning.

Image credit: Honeywell.

Saving Time, Fuel, Cost Ultimately, the new cockpit systems and the airspace management systems they link with are about saving time and fuel, both of which translate to saving cost.

“We are moving from an aviation sys-

Developing the Synthetic Cockpit Standards The RTCA (Radio Technical Commission for Aeronautics), originally organized in 1935, has a Special Committee, SC-213, working with Eurocae, a non-profit European forum for resolving air transport technical issues, on developing minimum aviation safety performance standards (MASPS) for synthetic vision, enhanced vision and combined systems.

The committee’s most recent publication update was issued in June 2011.

SAE International has a parallel group, G-10, which has been looking 20

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at SVS and EVS primarily for rotorcraft operations.

One of the expert findings is that “visual dominance” is the most important spatial orientation information for flight. In reviewed accidents, “no discernible visual horizon” was a common element. Therefore, if visual dominance is lost, vestibular (inner ear balance) may take over, leading to loss of spatial awareness, leading to loss of control.

Such a finding is leading the working groups to analyze how to most

effectively present key information to the pilots to create and maintain visual dominance. They are asking such questions as what field of view is required and which information and graphic features should be included or excluded from the display.

The ultimate goal will be regulatory changes which will allow operators to use synthetic and/or enhanced vision technologies to lower decision height on instrument approaches, perhaps to as low as 100 feet.

Left Craig Peterson claims Rockwell Collins “eyes up” HUD with synthetic vision creates “a more efficient and precise flight path management.”

Image credit: Rockwell Collins.

tem of ground-based navigation aids to the satellite-based system of tomorrow,” states the FAA’s Huerta. “This will help us move more air traffic efficiently, while reducing flight times and emissions. We are already seeing the benefits around the country.”

“Increased use of performance-based navigation will give aircraft more freedom in the sky to choose more direct and fuel-efficient routes.”

A simple go-around due to marginal weather can cost an aircraft operator about $1,000. A diversion to a different

airport can cost $3,000 or more, and that does not include airport fees, passenger re-routing and cargo delivery delays.

A side benefit of the new advanced flight deck technologies is that training should be naturally more intuitive for the next generation of pilots, who have been weaned on interactive mobile applications for video games, smart phones and tablet computers.

“Younger pilots are used to graphic interfaces, touch screens, lots of interactivity, ease of adaptation,” says Rockwell Collins’ Peterson. “Coming from the consumer mobile-based technology, they have the same level of expectation in the aircraft in terms of simplicity, the amount of information and ease of interface.” cat

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Cabin Security Training

Beyond Protecting the Flight Deck

Group editor Marty Kauchak highlights developments in the training programs designed to prepare federal air marshals and flight attendants to maintain a secure flight cabin environment.

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he flight cabin remains a dynamic, challenging security environment. The lack of civility in our society has migrated onto commercial aircraft, where incidents of unruly and boorish behavior on domestic and international flights make headlines with increasing frequency. And while agile and adaptive terrorists devise new strategies to destroy aircraft in flight, personnel responsible for onboard security must concurrently enforce well-intended, but perhaps shortsighted directives governing passengers. Indeed, as this article was written, John S. Pistole, the Administrator of the US Transportation Security Administration (TSA), made the decision to start allowing a number of items in carry-on bags beginning this April 25th, including small pocket knives with non-locking blades smaller than 2.36 inches (59.9 mm) and less than 1/2 inch in width, small novelty baseball bats and toy bats, ski poles, hockey sticks, lacrosse sticks and the like. So never mind these new items will have to be stored in already congested overhead storage bins. Federal air marshals (FAMs) and flight attendants who are vital in establishing and maintaining cabin security, must now be attentive to the presence of this new materiel in their operational domain.

One Assessment There is a common consensus inside the Washington, D.C. Beltway that while there has been an improvement in commercial airline security since 9/11, all of the community’s stakeholders need to pay attention and respond to the evolving threat environment.

One community insider provided her thoughts on how train22

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ing has been a foundation of the post9/11 success, but parsed no words when speaking about the challenges needed to maintain security excellence.

Candace Kolander, the Air, Safety, Health & Security Coordinator for the Association of Flight Attendants (AFA) – CWA, pointed out that since 9/11, cabin security training has dramatically evolved and improved. The contemporary security training philosophy for the flight attendants’ community, developed during the frenetic months following the attacks of September 11, remains focused on protecting the flight deck.

Of particular interest, there has not been an industry-wide review of that training construct since it was introduced last decade. Indeed, during Kolander’s discussion with CAT this February, the Washington, D.C.-based union representative also noted “the Association of Flight Attendants believes we are now running the risk of becoming complacent when we talk about security.”

The AFA has further observed four major trends which challenge the current security training model and provide a compelling reason for industry stake-

The Federal Air Marshal Service maintains the highest firearms standard of any federal law enforcement organization.

Image credit: TSA.

holders to conduct a task force-level review of cabin security protocols. At the top of the AFA’s list of developments were: reissuing a call for new carry-on luggage guidelines; restricting select communication systems used by passengers; and deploying wireless communication system among the cabin crew.

“We also need better hands-on counterterrorist training,” Kolander emphasized.

The improved training envisioned by AFA would include more rigorous situational exercises and other strategies to help flight attendants better respond to more diverse security scenarios.

Kolander cited the existing, oneday crew member self-defense training (CMSDT) course as having the potential to be adapted for flight attendant use. “If we really wanted to be progressive, you could almost take a similar type of training like that and move it into the flight attendant required training program,” she remarked. And while the CMSDT course is voluntary, its content includes cognitive recognition of terrorists, stress inoculation (teaching how to deal with an aggressive situation) and related topics which place the learner in hands-on, situational environments. “We would like to see a similar type program, but even more aggressive than that, in our recurrent training,” Kolander said.

Specific Developments The FAMs and flight attendants com-

plete rigorous and comprehensive, accession and refresher training to prepare them to operate in the dynamic domain outlined

by Kolander. When possible, technology is used to bolster the fidelity of these courses.

The Federal Air Marshall community has increased the quality and scope of training through its continuum of learning to better prepare its members for their onboard duties.

The marshals receive approximately 16 weeks of intense training upon being hired, and complete 40 hours of regular, recurrent training every quarter throughout their careers.

Kimberley Thompson, the Assistant Supervisory Air Marshal in Charge in the Office of the Director, Office of Law Enforcement/Federal Air Marshal Service at TSA, told CAT the Federal Air Marshal Candidates now receive the first portion of training at the Federal Law Enforcement Training Center in Artesia, New Mexico. “This training focuses on the basic law enforcement skills required of any law enforcement officer; basic firearms, handcuffing, defensive measures, laws and regulations, as well as report writing and interviewing skills,” she said.

Candidates then receive the final portion of their training at the Federal Air Marshal Service Training Center, in Atlantic City, New Jersey. The center is situated on the grounds of the FAA Technical Center and has a main office space and classroom building, as well as two outdoor ranges, three indoor/outdoor 50-yard line ranges, a tactical multipurpose training facility, and several realistic aircraft simulators, Thompson explained.

Given the rules of engagement and other operating parameters for marshals, it should come as no surprise that the Federal Air Marshal Service maintains the highest firearms standard of any federal law enforcement organization. FAMs must qualify quarterly with an 85 percent or better score. “During the final portion of training, candidates will learn the specifics of special aircraft jurisdiction, international aviation treaties, and advanced firearms and defensive measures,” Thompson said, and continued, “Their training culminates in realistic scenarios designed to test their knowledge, physical skills, and

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Cabin Security Training decision making ability on board aircraft and in other transportation domains. Upon graduation, the FAMs return to their assigned field offices and begin flying domestic and international missions.”

Airline Perspective Mirroring the strategy at other carriers, JetBlue’s Inflight crewmembers (the company’s title for its flight attendants) receive security training during their initial qualification as well as during their required annual recurrent training to respond to a variety of security issues. Thomas Kaminski, JetBlue’s Manager for Inflight Training, pointed out the carrier’s training philosophy is to introduce knowledge and awareness, develop skills, practice tasks, and then practice and evaluate events in Line Oriented Flight Training environment.

Kaminski provided further insights on the foundation of JetBlue’s efforts in this area, noting the most effective security program is proactive, and a pivotal part of security training is an understanding of the current environment. As a result, “Our security training is developed in tandem with our Corporate Security team. This partnership allows us to adjust our crew training as needed to remain relevant and nimble. Specific techniques are a matter of security and as such we cannot share,” Kaminski commented.

Whereas carriers outsource many administrative and maintenance tasks, JetBlue has retained oversight and responsibility for security learning content, with all operational training at JetBlue completed by its corporate learning department, JetBlue University, based in Orlando.

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And replicating the trend for more interagency and government-industry training found in the US Defense Department and other government organizations, JetBlue has similarly expanded its security training audiences – when it is possible and appropriate. “For example, Federal Air Marshalls regularly attend our new-hire training, and our recurrent training is conducted jointly with our pilots whenever possible,” Kaminski said.

The JetBlue training official noted that when FAMs participate in the carrier’s classes, Inflight crewmembers are afforded the opportunity ask operational questions and observe demonstrations of the marshals responding to different inflight scenarios.

JetBlue has retained oversight and responsibility for security learning content, with all operational training completed by its corporate learning department, JetBlue University.

Image credit: JetBlue.

Opportunities The Federal Air Marshal Service uses aircraft simulators for the purpose of conducting scenario based training at the training center and at each of its field office locations. “These simulators enable us to provide a realistic environment for our workforce,” Thompson emphasized.

Over at JetBlue, the carrier uses a “blended approach” to its learning, making use of computer-based training, instructor-led training, individual skill practice, and crew scenario practice.

Beyond CBT, Kaminiski said, “We're always exploring new and improved ways to leverage emerging technologies for training. We have discussed the possibility of using computer assisted simulation similar to gaming, but we aren't there yet. We are also thinking about ways to use tablet devices as learning tools.” cat

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NC1

Civil Simulation and Training news Issue no.34 March 2013

CAE and China Southern Airlines celebrate 10 years of successful partnership in Zhuhai CAE and China Southern Airlines recently celebrated 10 years of operations at the Zhuhai Flight Training Centre (ZHFTC), a joint venture partnership specialising in the provision of pilot training and simulator facilities to both Chinese and international airlines. 10 years have seen the centre grow significantly to house 20 full flight simulators, a considerable increase over the five simulators that the centre started out with in 2003.

The next 10 years look to bring even further growth opportunities for ZFHTC as the centre moves to its new purpose-built facility, a 24-bay training centre in the Zhuhai Free Trade Zone.

In 2015, there are also plans to establish a six-bay satellite training centre in Nan Yan, located north of Zhuhai, specializing in the delivery of ab-initio and high performance training.

In order to remain at the forefront of customer needs, ZHFTC continues to expand its training and simulator portfolio. Most recently in 2012, the centre added a S76 helicopter full-flight simulator, the first ever helicopter simulator in China and the first of its type available to operators in the Asia-Pacific region.

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CAE partners Cebu Pacific Air to launch Academy in Manila Cebu Pacific Air (CEB) and CAE recently inaugurated the Philippine Academy for Aviation Training with capacity to train over 2,500 airline pilots and other aviation professionals annually. The Academy, located in the Clark Freeport Zone northwest of the capital Manila, will initially cater to Airbus A319/320/321 series pilot type-rating training requirements and will provide “wet” instructor-led type-rating training to CEB’s current and new-hire pilots, and to other aircraft operators of the region.

The state-of-the-art training academy is currently equipped with one Airbus A320 full-flight simulator.

Delivery of a second A320 simulator is planned for 2013, and the facility can also accommodate two additional simulators.

New Congonhas Training Centre Opens CAE has opened a second training centre in Sao Paulo close to Congonhas downtown airport to provide additional training capacity for airline pilots and aviation maintenance technicians in Latin America. TAM Airlines, Brazil’s largest airline, will be the anchor customer for the new training centre which currently houses both an Airbus A320 and Boeing 737NG full flight simulator but has capacity to add a further 4 simulators in the future.

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CAE continues to provide flexible commercial aviation training and services to customers around the world

CAE has recently concluded agreements with customers spanning four continents for varied training and services. These include a 10-year training provider contract for LAN and TAM Airlines, a contract to supply both ab-initio and type-rating training for new Turkish Airlines pilots, a crew sourcing and services contract with GE Capital Aviation Services, a Long Term Service Agreement with JetBlue Airways for simulator upgrades and a four-year pilot supply agreement with Ryanair.

“These contracts are a testament to CAE’s unique ability to offer end-to-end solutions to our airline customers, from ab-initio training to type-rating through to pilot sourcing, and long-term service agreements following the sale of simulators,” said Jeff Roberts, CAE Group President, Civil Simulation Products, Training and Services. “We will continue to leverage the capabilities of our recently acquired Oxford Aviation Academy and Parc Aviation and our commercial training network in our commitment to being the partner of choice for airlines on every continent.”

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10-year training provider contract with LAN and TAM Airlines CAE has signed a 10-year contract with LAN and TAM Airlines for training the airlines’ pilots and cabin crew. Training will be conducted at CAE training centres in Santiago, Chile; Sao Paulo, Brazil, and Lima, Peru. The new contract expands on previous long-term contracts with LAN and TAM.

New Cadet Program launched with Turkish Airlines In the framework of Turkish Airlines’ rapid growth and expansion, Turkish Airlines and CAE have signed a three-year contract to train new Turkish Airlines A320 and B737NG First Officers in a program ranging from ab-initio to type-rating training. Cadet training will start this April at CAE Oxford Aviation Academy in Oxford, UK, and Phoenix, USA, and type-rating training will be conducted in CAE’s training centres in Europe. During the first year approximately 100 cadets will commence their training at CAE Oxford Aviation Academy. Turkish Airlines operates CAE-built B737NG and B777 full-flight simulators and is currently a CAE Parc Aviation customer for pilot sourcing.

Crew sourcing and services contract finalised with GE Capital Aviation Services CAE Parc Aviation has signed a three-year contract with GE Capital Aviation Services (GECAS) to supply technical specialists and provide technical support services, engine management services and ferry flight services. GECAS has been a CAE Parc Aviation customer for 12 years. GECAS is a leading global player in commercial aircraft leasing and financing, with over 1,700 owned and serviced aircraft and approximately 220 customers in over 75 countries.

Long Term Service Agreement signed with JetBlue Airways for simulator upgrades CAE has signed a Long Term Service Agreement (LTSA) with JetBlue Airways to cover major upgrades and spares services on all its A320 and E190 full-flight simulators (FFSs) and flight training devices (FTDs).

Under the five-year service agreement, CAE will perform major upgrades on all JetBlue training devices to align the training equipment with the airline’s latest aircraft fleet. In addition, CAE will upgrade all FFS visual systems to CAE’s latest visual system. For close to a decade, CAE has been performing Simulator Engineering and Maintenance Services at JetBlue University in Orlando, USA.

Four-year pilot supply agreement with Ryanair CAE has signed a new four-year training services agreement with Ryanair extending a training relationship that has been in place since 2001. The agreement includes the recruitment, selection, and type-rating training of an expected 1,000 new pilot cadets for the B737NG aircraft. Training will be conducted at CAE’s training centre in Amsterdam and at Ryanair’s training centre at East Midlands airport in the UK.

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caeoxfordaviationacademy@cae.com 13-03-21 2:57 PM

Airline Training

Turkish Delight In The Future Chris Long provides an update on Turkish Airlines training and simulation capabilities.

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n recent years the rapid expansion of the airlines in the Gulf and Asia has been promoted largely through the media coverage of the big-number aircraft orders from those regions. The commercial centre of gravity of aviation is certainly gently moving eastwards. What perhaps has been missed has been that, at the same time, there has been continual and considerable growth of aviation in Turkey; this is nowhere more evident than in the expansion of the flag carrier, Turkish Airlines.

During the inauguration of the latest full flight simulator at the Turkish Airlines Flight Training Center in Istanbul, Turkey, the Chairman of Turkish Airlines, Mr Hamdi Topçu, revealed more of both the national and airline ambitions. At the national level, Mr Topçu announced that in May 2013 a tender for the development of a third airport for Istanbul will be issued. This will be to the north of Istanbul, and is planned to be capable of an annual throughput of more than 100 million passengers (this compares with, for instance, the 2012 London Heathrow figure of just under 70 million). The scale of the need for expanded infrastructure is hinted at by the 20% growth last year registered by Turkish Airlines. Mr Topçu also said that an additional five Airbus A330s would probably be ordered, and now Turkish Airlines has signed a contract for up to 117 A320 Family aircraft (25 A321ceo, 4 A320neo, 53 A321neo and options for 35 additional A321neo aircraft.) This order is the largest ever placed by a Turkish carrier. To continue to build the training capacity of THY to meet the needs of the expanding fleets, the latest of the six FFS’s at the centre, an L3 manufactured Airbus A330/340 device, is now online. The facility includes six FFS simulators, and B777 FTD’s are also available. Three additional simulators have been ordered.

Whilst this rate of growth may at first surprise, there is a very credible logic driving this expansion.

While the major markets in the West are pretty much stabilised, the growth continues in the newer markets. The geographical location of Istanbul is hugely favourable to accessing and servicing this greater population. Istanbul has been a trading crossroads over thousands of years, and there is a strong historic precedent for that to continue – only the vehicle for that transfer changes. The wide bodies used by THY will principally be employed for the more distant destinations, hence the balance in the future fleet make up of THY. That might seem ambitious to those embedded in a western culture, but there is no doubt that if such an approach could be made viable it would be a great relief to turn air travel back into a pleasant experience.

Inauguration of the latest full flight simulator at the Turkish Airlines Flight Training Center in Istanbul.

Image credit: Turkish Airlines.

Supporting the Expansion The Turkish Airlines Flight Training Center has largely been refurbished, and the redecoration of all simulator bays, classrooms and crew lounges reflects a desire to make it a brighter, more friendly place which is designed to create an effective learning environment. The importance of creating a good working atmosphere also shows in the provision C A T M A G A Z INE 2 . 2 0 1 3

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Y

Y

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THY Flight Training Center Director, Captain Sedat Sekerci addresses the media.

Image credit: Turkish Airlines.

of free transport to and from the training centre. An astonishing 67 buses are used on a daily basis to collect the THY teams based at Istanbul International airport, and there is a shared and free full lunch facility for the training staff in the communal training centre canteen.

The six FFSs are all approved by EASA; for instance the UK CAA conducted the approvals for the most recent addition. These high end training devices are complemented by the adoption of an increased capacity and availability of distance learning. Flight crew courses include not only type rating and recurrent training, but also TRI-SFI courses, and training for TRE-SFE as well. Boeing Difference Training and Airbus CCQ courses are available and both MCC and MCCI courses are provided.

With 2500 pilots, and nearly 5600 cabin crew, the training task is already significant, and, of course, this will increase as the additional aircraft are delivered. The majority of the instructors are recruited from THY pilots, and the cabin crew instructors have all got experience of THY operations; most of the instructors at the training centre continue to operate commercial flights.

That way they stay current on day-today operations and have great credibility with the trainees.

Provision for cabin crew training is

also being updated, with a new cabin emergency evacuation trainer (CEET) in place, together with a new B777 door trainer to add to those of the other fleets.

The latest CEET, an A320/321 trainer, is made by TFC and, in addition to the full range of simulated fires, smoke generation and sound effects, uses a motion platform to enhance the training. An additional live fire trainer, manufactured

by Interfire has been ordered and this will provide an improved and extended range of live fire scenarios.

Ab Initio Training To respond to the clear demand for pilots up to 2020, THY have recognised that some 300 pilots a year need to join the company. The Turkish Airlines Flight Academy currently supplies an annual throughput of 80-85 graduates to their ab-initio programme, so the template exists to build the necessary increase in numbers. A new facility located in

Aydun is under construction which will aim to supply the full annual requirement of 300. A notable feature of the present training is the use of the Cessna Mustang Citation Jet as part of the multi-engine training leading to a “Classic” CPL/IR (Frozen ATPL) licence, and that format will be retained.

From April 2013, Pilot Training Network (PTN), a subsidiary of Lufthansa Flight Training GmbH, will train one hundred young pilot cadets from the airline. In addition to 15 months of basic training, the package includes a type rating on the Airbus A320 or the Boeing 737NG. This will take a further two months, and will be conducted by Lufthansa Flight Training. The theoretical training will take place in Vero Beach, Florida and in Rostock-Laage in northeastern Germany.

Optimistic Outlook In contrast to some other regions, the Turkish view on the growth of aviation is bullish. Having come to the conclusion that the forecasts of a continuing increase in commercial aviation are valid, Turkey sees itself as both geographically well-placed relative to a significant part of the expanding market, and with both the will and the resources to grow its own capacity to answer that demand. cat

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Distance Learning

Distance Learning: Could it be an Asset to Your Training Program?

Dr. C. Hall “Skip� Jones discusses how a properly conceived and designed distance learning program can be an asset to any aviation training organization.

Distance learning allows the learner to take the course from any location that is convenient for them.

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ou are responsible for an aviation training operation that provides both academic and simulator training. The current training scenario at your facility probably looks something like this: The learners arrive at their scheduled time and attend academic training with a school instructor in groups as small as one or two or as large as a dozen or more. Following the completion of the academic training the learners are scheduled for their individual simulator sessions to complete the training program.

Training Issues Onsite academic training issues for your firm include providing and maintaining the proper physical facilities, producing, inventorying, and providing continuously updated and current training materials, providing the required delivery technology and keeping that technology operational, and providing all the ancillary facilities and personnel that the learners require simply by physically being at your facility. It also involves providing qualified instructors, ongoing instructor training, quality control and assurance functions to ensure the continuous delivery of a quality product that is delivered by multiple instructors per the current syllabus with no weak areas, gaps, or holes from instructor to instructor and from course to course.

What would happen if the learners did not have to be physically present at your facility to accomplish the academic portion of their training and if that training was totally consistent in qual28

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ity for every learner? Many of the factors already mentioned would either be considerably reduced or would be eliminated completely. So what would you use in place of the traditional onsite academic training? The answer is an effective, comprehensive, and documented high quality distance learning program.

The learner schedules his or her training, is provided access to the course which is delivered and evaluated online, completes the training and the course evaluations within a preset time frame, and receives a course graduation certificate. He or she then schedules the simulator portion of the training. The academic portion of the training is completed and their performance is fully documented before they ever arrive at your facility.

Advantages There are a number of significant advantages to using a distance learning program: • If properly designed it can foster,

enhance and evaluate critical and creative thinking skills.

• Minimum direct instructor and company instructional personnel involvement is required.

• Offers increased educational and operational flexibility.

• Is rapidly becoming more accepted by the industry.

• Is rapidly becoming more liked and often preferred by adult learners.

• Is asynchronous (every individual learner can advance at his or her own pace).

• Provides complete and uniform content control.

• Provides complete quality assurance and quality control capabilities.

• Provides complete course consistency with no instructor variability.

• Provides absolute trackability and verification of accomplishment and completion to help avoid potential liability issues.

• Provides ease of changing and updating the course to keep it current.

• Provides the capability of doing either in-house or contract course development.

• Provides the capability of using either in-house or contract technical course delivery services.

• Once the course is designed and set up it is relatively inexpensive to deliver to a large number of learners.

• Provides a high level of security for course and learner data.

• Provides for learner centered course and program design.

• Provides courses that are specifically designed to lead directly into scenario based sim sessions.

• Learners can take the course from any location that is convenient for them.

• Learners can take the course at any time that is convenient for them.

• Learners can take the course at the pace that is convenient for them.

Disadvantages There are also some disadvantages associated with a distance learning program: • Some learners may be unfamiliar with and/or uncomfortable with distance learning.

• The training firm may encounter regulatory issues.

• Technical requirements for course delivery can be significant if done inhouse.

• Requires competent course development personnel if done in-house.

• Expensive for delivery to a small number of learners.

• The training firm must be prepared to provide real-time tech support for the course delivery system.

• There is no direct face-to-face interpersonal contact with an instructor.

• There is no direct face-to-face interpersonal contact with other learners.

• The learners must be self-motivated, self-directed, and good time managers.

• The learners must be comfortable with the technology required (computer).

Effective Learning Academically speaking, adults are not just grown-up children. Effective learning programs for adults cannot simply borrow the educational techniques that have been developed for young people. Many distance learning programs make no effort at trying to understand how adults learn in order to help them learn better. When rationales for learners are stated, learning objectives are provided, content relates to the learner’s experiences, problem-solving exercises and interactivity are common, and feedback is frequent and immediate, the program connects more closely with the principles of adult education.

Although it’s been around for centuries, adult education theory has been fine-tuned since the late 1960s when it was popularized by American adult learning pioneer Malcolm Knowles. He and his colleagues produced a series of principles concerning how adults learn (andragogy) compared to how children learn (pedagogy).

The general principles of adult education that relate to, and can be specifically addressed through distance learning include: • Adults must have an understanding of why they must learn the material presented.

• Adults must connect their learning with their own experiences and be able to practice the new skills they learn.

• Adults must be actively involved in CAT M AGA Z INE 2 . 2 0 1 3

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Distance Learning their learning and not just passively listening.

• Adults must master what they have learned and then be able to transfer that knowledge immediately.

• Adult learning should be as task-centered as possible giving the learners the ability to think critically and solve problems that they will actually face in their real world activities.

• Adults must feel respected and supported and they must be treated as equals in their learning experiences.

• Adults must receive regular feedback and positive reinforcement on their progress.

Applying the principles of adult education theory to online course development can help the learners to learn faster and more effectively as well as help them to retain their newly gained knowledge and skills for a longer period of time. It also capitalizes on and enhances the adult’s interests in the learning experience.

Many adults will move quickly through the modules of a distance learn-

ing course and may do well on the projects, quizzes, and final exam, but unless the instruction follows many of the key adult education principles it is very likely that they will more easily forget what they have learned. The real goal of applying these principles is not to make training easier for adults (although it can make training seem that way) or more enjoyable (although it will likely have that effect) but to maximize the effectiveness of the online experience so that adults actually succeed in learning the knowledge presented and the skills taught and then be able to retain and implement them for a longer period of time.

Distance learning courses for adults that do not incorporate these principles can and do succeed. However, if they do not take into account the unique learning needs of adults they will fall short of ensuring the best possible performance.

Adults have a wealth of experience to draw from and may actually know more about the subject matter than what they learn in the course. Adults learn best when they can think critically, solve

problems, and think about and evaluate the decisions that are required in real-life scenarios.

Adult education principles are transparent to the delivery platform. However, adults can achieve a higher degree of retention and long-term performance with a distance learning course designed according to adult education principles.

Not all adults are alike and individual adults differ in their learning needs. Distance learning can accommodate these unique needs. In most cases adults can advance through a distance learning course at their own pace to fit their work schedule and suit their personal learning requirements.

Adults learn best by doing, and the online environment is very well suited for presenting a scenario that requires them to think critically, solve problems, and analyze and evaluate the results.

Instead of always dispensing the exact content they need to learn, a screen can introduce a scenario such as a common situation that a learner may confront on the job and ask the learner what he

IATA Training and Qualification Initiative (ITQI)

Improving Training Provision - Conference London • 05-06 June 2013

Pilot training, evaluation and qualification, in the new era of competency-based training.

The IATA Training and Qualification Initiative (ITQI) is moving to Phase II: supporting the implementation of multi-crew pilot license (MPL) and evidence-based training (EBT), in a competency-based framework.

This paradigm shift in pilot training, evaluation and qualification requires: A new standard for candidate selection A different skills set for instructors A different approach and methodology to training, evaluation and qualification A close cooperation between authorities, operators and training providers during the implementation process Join us in London and learn more from the successes and challenges faced by the organizations that have implemented, or are in the process of implementing, competency-based training.

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In partnership with:

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2013-02-26 8:08 AM

or she would do. In addition, immediate feedback in the form of suggestions can be provided on the completion of an exercise. The learner can click on the feedback button to open a list of suggestions that might validate, expand upon, or move the learner in a new direction from what he or she already knows. This automatic feedback capability provides positive reinforcement and does not penalize the learner for wrong answers.

Opportunities A distance learning course offers numerous opportunities to apply adult education principles. By recognizing the various conditions under which adults learn best, a designer can make the course more valuable and more effective for adult learners. The course must state the desired skills and knowledge outcomes in the objectives and then relate them to the learner’s experiences and goals.

Upon beginning the course, adults must understand what the learning objectives are as well as how the training is necessary to improve and/or ensure their competent on-the-job performance. Fulfilling this principle satisfies their need to know why they must learn the material, offers them motivation for learning what is expected of them, and appeals to their personal need to learn based on their current life situation.

To increase retention, any course

that follows adult education principles must provide review questions and/ or practice exercises after every few screens instead of just at the end of the module. In addition, the course must connect learning to the real world experiences of the learners. The course should include “what if” exercises so the learners can apply what they already know, find out what they should (and possibly don’t) know, and practice what they have just learned. With relatively inexpensive course design software a course designer can create simple but effective simulations that can very closely approximate the task to be learned.

Adults can also be empowered to use their preferred mode of learning.

For example, a distance learning module can prompt the learner to choose among three available options to receive the same content: listening to an audio clip of a speaker, viewing a video clip of the same speaker, or reading the text.

Simulations can also allow kinesthetically adept learners to build a diagram by dragging and dropping its various components into a template.

Any course that incorporates adult education principles requires that its learners be respected as adults, recognized as unique individuals, and treated as professionals. Adults should learn from, and not be ridiculed for, mistakes made during the course. They can be encouraged to be creative in their solu-

tions to scenarios and problems since some processes and procedures can vary depending on the specific circumstances.

Despite their years of experience, adults need immediate reassurance that they have understood the knowledge and can perform their new skills in the real world.

Distance learning programs can provide that instant feedback as an extra shot of positive reinforcement.

Finally, applying adult education principles also engenders a high degree of self-esteem that results from taking a course that is challenging, relevant, and tailored to the way adults learn. After the course, learners are usually forthcoming with feedback that can be integrated into future courses to help make the experience even more rewarding for those adult learners who follow.

Distance learning programs have been demonstrated to be just as effective as onsite programs and have been accepted as such by the academic and corporate communities for many years.

The aviation regulatory agencies have traditionally tended to be behind the power curve in the area of education and training but distance learning is becoming more widely accepted by that community as well. It has been the author’s experience that including the regulators in the initial planning and the ongoing course development, implementation, and evaluation processes will make the final approval process much easier. cat

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Maintenance Training

A Philosophy For The Future Many players in the aviation training industry are adapting to the increasing training demands posed by new entrants to commercial aviation. Chris Long reports.

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he apparently unending growth in demand means that, as the numbers ramp up, development of innovative, effective and efficient ways of training in all the aviation disciplines is critical. One approach to that is put forward

by Michael Kalbow, Head of Maintenance Training at Airbus, who is looking at a possible evolutionary path over a 10 year period.

Clearly his particular area of interest is in maintenance training, and in particular the Type Qualification for the Airbus, but many of the ideas expressed are coherent with future training across the board. Kalbow briefly traces the evolution so far, as the move from the classic classroom theory/workshop practice through to supervised work on aircraft, has moved through technology improvements such as CAT (computer aided training) and CBT (computer based training), to a newer world of virtual aircraft. Kalbow makes the distinction between the varying levels of immersion in that virtual world, but there is little doubt that it will not only complement what is presently being delivered, but will expand and improve the training environment.

Generation Y Alongside the changes in technology has been the emergence of Generation Y, who present a radically different mind set from their predecessors. Among the strengths shown by this group is their ability to study and work in complex situations – absorbing 32

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and moving easily in a world where there are multiple and instantaneous inputs.

This fits naturally into an aeronautical world where the intrinsic interdependence of aircraft systems requires an immediate understanding of the effect of an action in one part of the system on all the other systems. Consequently the classic subdivision of independent systems (e.g. hydraulics or electrical system) is no longer relevant; nor is the study of these systems as separate entities appropriate. Recently one Airline was very clear that their young generation is no longer interested in the classic classroom training, but have adapted to, and are happy with, the Airbus ACT as “the right answer”.

Kalbow suggests that, in 10 years’ time, we could well see a training process which, for the maintenance team, may never actually involve hands-on time on an aircraft in operations/service before applying it on the ramp. By combining the natural talents of generation Y, as well as their successors, with

Future generations will be comfortable immersed in a virtual environment.

evolving technology, it is possible to envisage a situation where a student will be exposed to a holistic training pattern which embraces both distance learning and work immersed in a virtual environment. Scenario-based training will play a large part, together with selective “Gamification” to engage the imagination and spur interest. This vision would not only be rich in experience for the trainee, but could be delivered in smaller lesson packages better adapted to the shorter attention span seen with this demographic, and probably specifically adapted to the individual – one size does not fit all!

Interactive Alongside their talents there are, of course, characteristics of this group which remain something of a challenge.

A key feature of this generation is a mind set which has been encouraged to be explorative and interactive in the learning and working process. This contrasts markedly with the highly structured and disciplined approach which characterises the aviation industry.

The conservative, systematic and disciplined style of aviation work has been forged in the quest for absolute safety, and is most unlikely to be abandoned in the immediate future. The essential and absolute adherence to procedures does not always sit well with a mental default setting which questions and

challenges as a matter of course. Whilst new and highly personalised interactive training processes can be very effectively employed, it may turn out that the greater challenge will be to convincingly introduce the tightly defined discipline required in a rigorous safety management system. Not impossible, but not easy, either.

The data which has been gathered to shape Evidence Based Training clearly shows that inappropriate human behaviour has frequently been the catalyst early in the chain reaction which has led to an incident/accident. Although technical glitches still exist and must be addressed, the focus of interest is moving away from “mere” technology to look very closely at the integration of people and the way they interact with the technology. Emerging and future technologies will certainly require that a human operator properly understands and

applies that technology in a real-time context, and remains actively engaged on the routine and abnormal operating conditions.

Kalbow is open to discussion on the philosophy which will mould future training – there is certainly a fluidity to the way that training will develop, but now it is not simply the application of emerging technology or new methodology, but, perhaps more critically, the evolution in the talents and mind sets of those who will drive the industry in the future. Not only is that requirement selfevident, but it reflects the bigger picture in commercial operation.

There is no “magic bullet” to ensure this, but it is increasingly clear that a new way of thinking will be necessary across all training disciplines and skills, and the shape of that thinking is still under development; the evolution will be a continuous process. cat

Maintainers Assemble at WATS

16-18 April 2013

This year’s Maintenance Training conference at WATS 2013 will have a global emphasis on issues and techniques, with plenty of audience participation. A varied three day programme will include sessions on The MRO Scene, The AMT School Scene, OEMs & Training Providers, and Simulation Technology in Maintenance Training Design.

Moderated by Dr. Bill Johnson, Chief Scientific and Technical Advisor, Human Factors in Aircraft Maintenance Systems at the FAA, and sponsored by Pratt & Whitney, the maintenance stream will be an insightful and informative look at the latest issues within the industry. Go to www.halldale.com/WATS for more information.

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Flight Training

Boeing Training on the Move Boeing has announced that it is to consolidate its flight training capabilities in North America. Chris Long reports.

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he Boeing Pilot and Technician Outlook is essential reading for those in the global civil aviation training industry. The detailed breakdown of demand and regional trends helps major players to formulate plans for addressing that training task. It is no surprise, then, to see that Boeing Flight Services is one of the first to apply that understanding of the market.

In an exclusive interview with CAT Magazine, Sherry Carbary, vice president, Boeing Flight Services, explained that there will be a re-orientation of the training delivered by Boeing. The aim is to make training available closer to the customer, and with 70% of new Boeing Commercial Aircraft going to export, the centre of gravity of training within the US has to move to a centre accessible to those customers. Miami has the attraction that it is a well-established major hub for customers based in the Americas and the Middle East. Importantly, there is already a significant Boeing training facility in place. Training there would thus result in minimum disruption to the customers, a critical design objective.

Timing A natural consequence of the present slowdown in training for the Boeing 787 is that, if such a move of training capabil34

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ity were to be planned, now is the time to do it. Carbary has therefore launched the transfer of major assets from Seattle to Miami, including two B787 training suites and a cabin emergency evacuation trainer, with FFSs for other types to follow.

At present the Miami facility has 11 FFSs installed, with a further nine bays available. The expanded training facility will have the capability of providing pilot training for all the major Boeing types as well as A320, and cabin crew training for selected types will also be available.

Maintenance training will still be delivered at the Seattle base. 787 maintenance training will be offered at Seattle as well as Miami.

The speed with which this build up will happen is impressive – the new capabilities are planned to be fully installed and operational at the latest by Q1 2014. As part of that process, Lenny Genna, president of L-3 Link Simulation & Training, is delighted to be involved in the move of the high-visibility 787 devices, and says that his team is already engaged in the breakdown of the first 787 FFS, with the second one to follow shortly. The L3 team leader for this move, Mark Gasson, vice president, L-3 Link Simulation & Training UK, indicates that the 13-member team is scheduled to complete the transfer and see the

devices through their approval ready for operation by the end of July 2013. That approval will include for the first time an upgrade to full Level D classification.

Increased Capability Carbary stresses that the design of training and managing of the services will remain alongside the manufacture in Seattle; that way the close ties with aircraft design, modification and testing will continue. As a result, the move will only impact about 100 people who are presently in the Northwest, with new hires if required, going straight to Miami.

This move will allow an enhanced facility to take its place alongside 18 other Boeing-run global training centres; some indication of the rate of investment in training at Boeing is that over the last three years the number of its own instructors has nearly doubled to 600. The aim is not only to increase the amount of training capacity, but, when matched with the re-designed training tools and methodologies, the quality of the training will also continue its upward trend. A further boost to quality is that courses which offer training over and above minimum regulatory requirements can made available, tailored to the specific customer demands. Boeing is playing its part in answering the global training challenge. cat

A s i A

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Conference by:

Shaping the future of airline training for the region 17–18 September 2013 Centara Grand Convention Centre Bangkok, Thailand

Call for Papers We are inviting proposals from potential speakers on aviation training. Key topics to be discussed at APATS 2013 are: • Human Factors • Ab Initio Pilot Training • Evidence Based Training • Technology Please send your proposal including a presentation abstract to Chris Long, Conference Chair at chrislong@halldale.com Closing date: 27 April 2013. Before submitting your proposals please visit www.halldale.com/apats-2013/call-papers for more guidelines.

For sponsorship and exhibiting opportunities please contact your local representative: Asia Pacific: David Lim t.+65 9680 5251 e. davidlim@halldale.com Europe, Middle East and Africa: Jeremy Humphreys t.+44 1252 532009 e. jeremy@halldale.com USA and Canada: Zenia Bharucha t.+1 407 322 5605 e. zenia@halldale.com Latin America and the Caribbean: Willem-Jan Derks t.+1 954 406 4052 e. willem@halldale.com

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World News & Analysis

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

Pilot Training Baltic Aviation Academy (Lithuania) has signed a partnership agreement with Aviacom Inc., one of the leading providers of general aviation flight simulators in India, as its representative for the Indian subcontinent.

EASA approved training courses proposed for the Indian market include Airline Transport Pilot License (ATPL) courses, type rating training, dry and wet leasing of the full flight simulators and additional aviation personnel training, such as crew resource management courses, emergency and safety equipment training, real fire fighting and smoke training, water ditching procedures and training in technical maintenance support.

Boeing and Singapore-based SilkAir have announced a five-year exclusive pilot training agreement which will support SilkAir's fleet transition to Boeing airplanes. Boeing Flight Services will provide flight training at Boeing's Singapore training campus for the airline's new 737 fleet.

CTC Aviation Group (CTC) will be delivering a new airline pilot training programme exclusively for Indian students. Chief executive officer Rob Clarke announced the program during a UK Government market visit led

by Prime Minister David Cameron to India. “We are actively engaged with a number of Indian airlines to launch an airline pilot training course that is tailored to suit their specific needs and we have secured agreement from at least one Indian airline to consider 36

CAT MAGAZINE 2.2013

Frasca International Inc. is actively manufacturing and delivering helicopter full flight simulators (FFSs) and flight training devices (FTDs) to customers worldwide. The company has seen a continual increase in helicopter business over the last decade and continues to receive orders for flight training equipment for both civil and military training applications. Recent orders include a Bell 206 TruFliteH™ and a second TruFliteH™ FTD configured as an S300 for the Bristow Academy in Titusville, Florida. A Sikorsky S-76 Level B FFS is on its way to Bristow Helicopters in Scotland to join two other Frasca FFSs already in service. Also, nearing delivery is an AW139 Level 6 FTD for the Trinidad and Tobago Air Guard and a Bell 206 FTD for the Japanese Coast Guard.

The German Federal Police (NAMSA) has two devices in production (an EC155 FTD2 FNPT III MCC and an AS332 L1 FTD2 FNPT III MCC) and are upgrading their existing Frasca EC135 simulator. The EC135 upgrade will include relocation, recertification and common network development.

Frasca is also nearing completion on a Bell 429 Level 7 FTD for use by Bell India.

these pilots post the training. This is a major breakthrough into the Indian market for CTC.” CTC plans to commence marketing and selection for the initial intake of 10 Indian nationals during the first quarter of 2013. Successful candidates will train in CTC’s facilities in the United Kingdom and

New Zealand. CTC is also developing a pilot retraining program for the unemployed pool of pilots in India.

This fall, students in Embry-Riddle Aeronautical University's flight programs in Daytona Beach, Florida, and Prescott, Arizona, will receive training in motion-based full flight

simulators in preparation for new FAA training requirements. In Daytona Beach, students will be trained in a full motion simulator from FlightSafety International in the campus' Advanced Flight Simulation Center.

Students at the Prescott campus train in full motion simulators alongside airline crews in Phoenix.

The highly-successful University Gateway Program, a four-way collaboration with JetBlue Airways, Cape Air, the University of North Dakota (UND) and Embry-Riddle Aeronautical University (ERAU), has added another airline. Atlantabased ExpressJet Airlines will partner with Cape Air to provide a parallel path for aspiring pilots to join JetBlue.

The Gateway Program has been designed to facilitate the early-entry of highly-qualified pilots from Aviation Accredited Board International (AABI) programs, who have appropriate flight instructor experience, into Cape Air, where they further hone their skills. After gaining their Captain's credentials at Cape Air, pilots can choose to interview with ExpressJet. If accepted, they will be slotted for a training class providing valuable time as pilots in command. They then will be eligible for a final interview with JetBlue after gaining their necessary hours.

Aerosim Flight Academy has signed an agreement with PSA Airlines to provide an airline pathway program delivering First Officer pilots. The program is designed to provide cadets with a guaranteed job interview and the appropriate path to be fully prepared and successful at PSA Airlines. The PSA Pathway Program was designed to meet PSA’s hiring requirements and ensure a successful airline career encouraging: airline preparation from day one, discipline and respect, leadership and communication, effective resource management, command authority, and decision making. The details of the program include a dedicated screening and selection process followed by flight training and time building preparing the cadet for PSA Airlines.

Aerosim has announced an agreement with Flybe Training Academy for an Embraer 170/190 and Dash 8 Q400 convertible Aerosim Virtual Procedure Trainer (VPT). This will be Aerosim's first procedure training device that will have the ability to convert between two different aircraft types. Flybe will also receive Aerosim's Virtual Flight Deck and Flight Management System Trainers (FMST) for ground school training.

Cabin Crew Qatar Airways has turned to Baltic Aviation Academy for the recruitment of new cabin crew members from Baltic states. The initial assessment, gathering participants from Estonia, Latvia, Lithuania and Poland, during which 100 finalists will be selected, was conducted in February, in Vilnius, Lithuania. The one hundred selected candidates will be invited to the second round, conducted by the airline in Vilnius. The airline will offer three year open-ended contracts for the cabin crew positions based in Doha.

International Flight Training Center (IFTC) has begun construction on the flight training industry's first 'self-supporting' cabin trainer facility in Antalya, Turkey. A modular building will house a Boeing 737 cabin trainer and will be powered by solar energy. It will feature LED lighting and environmentally friendly cooling and heating systems. IFTC opened the world's first 'green' flight simulator center in the city on the southern coast of the country in September 2012. The modular building design was developed in The Netherlands and will be built by local construction company Topcu, responsible for completing IFTC's initial simulator module

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CAT MAGAZINE 2.2013

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World News & Analysis last year. The cabin mock-up module is being constructed to support IFTC's main customer in Antalya, Turkish airline Sun Express, as well as other airlines in Turkey and the region.

PrivatAir has signed a contract with Saudia Private Aviation (SPA) that will encompass training SPA's existing cabin crew as well as coaching in specific areas of on-board service. The first group of SPA's 20 cabin crew are

scheduled to commence their VVIP service training with PrivatAir in early April 2013, in Jeddah, Saudi Arabia.

Training Centres FlightSafety International plans to offer training for the Bombardier Challenger 605 aircraft at its Greater Philadelphia/Wilmington Learning Center beginning in April, following

the FFS’s Level D qualification by the FAA and EASA. Sim-Industries has opened its first South American flight training facility in Brazil. The Sim-Industries Brasil São Paulo Training Center provides academic and simulator instruction.

Pilots from GOL Linhas Aéreas Inteligentes will begin their academic training on the Boeing 737 and will progress to two dedicated

Civil Helicopter Market – Riding Offshore Wave Big players were placing optimistic bets at the Heli-Expo show in Las Vegas, but safety remains a challenge. Rick Adams reports.

The global market for civil helicopters appears to be lifting again, and the prevailing optimism was punctuated by several significant orders announced at the recent Helicopter International Association (HAI) Heli-Expo show in the US gambling mecca, Las Vegas, Nevada.

The four major rotary manufacturers – AgustaWestland, Bell, Eurocopter and Sikorsky – unveiled contracts for about 40 new aircraft each, many of them larger, long-range transports designed to reach deep water oil and gas platforms which are moving ever-further offshore. The largest commitments were from three-year-old leasing company Milestone Aviation in Dublin, Ireland, which ordered 30 rotorcraft from Sikorsky plus 19 from Eurocopter.

Forecast Honeywell’s annual forecast update predicts about 5,000 new civil turbine-powered helicopters will be purchased worldwide over the next five years, including the first increase in North America since the beginning of the recession in 2008. The 1,000 new units for each of the next three years is 35% higher than buyers indicated in last year’s survey.

Safety was also a key conference theme, including nearly 50 HAI Rotor Safety Challenge events and forums. And though accident rates have been improving over the past several years, they are falling short of the International Helicopter Safety Team (IHST) goal of an 80% reduction by 2016, compared with the 2001-2006 baseline.

The problem is less with high-profile missions such as helicopter emergency medical services, law enforcement and offshore. The largest percentage of accidents – more than a third in the industry – is during personal/private or instructional/training flights. So the IHST is shifting its educational efforts more toward those operators, according to the US Federal Aviation Administration’s Tony Molinari, a spokesman for the volunteer safety group.

Orders One factor that should help safety – by reducing the need for inherently risky in-aircraft training – is an armada of new-generation helicopter flight simulators which are coming online over the next 2-3 years.

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CAT MAGAZINE 2.2013

Sikorsky and FlightSafety International (FSI) announced at Heli-Expo the largest-ever civil helicopter simulator deployment.

FSI will develop half a dozen Level D full flight simulators (FFSs) for the S-76 and S-92 models, including new locations in Norway, Brazil and Southeast Asia. These are in addition to Sikorsky training currently offered at FSI centers in Arizona, Florida, Louisiana and Texas in the US, plus Farnborough UK. FlightSafety also provides training for various models by AgustaWestland (an AW139 FFS will enter service in May in Lafayette, Louisiana), Bell Helicopter Textron and American Eurocopter. The six new Sikorsky FFSs will expand FSI’s network to 21 FFSs and Level 7 flight training devices. “The number of helicopter simulators we provide to commercial customers has more than doubled since 2006,” said Steve Phillips, FSI vice president, Communications.

Rival training provider CAE, meanwhile, is on track to also offer more than 20 simulators globally by the end of 2014, either at their own facilities or through partners who are deploying the CAE 3000 Series helicopter simulator, which recently achieved Level D qualification for its first full motion device. Three years ago, CAE’s helicopter simulators could be counted on one hand.

CAE is deploying seven new FFSs over the next two years.

Aircraft types represented include AgustaWestland’s AW139 (Kuala Lumpur, Malaysia) and AW189 (Sesto Calende, Italy), Eurocopter EC-225 (Sao Paulo, Brazil), and Sikorsky S-76 (Sao Paulo, Brazil and Zhuhai, China) and S-92 (Rimba, Brunei; Sao Paulo, Brazil; and Stavanger, Norway).

CAE revealed at Heli-Expo that it has been customizing training curricula for offshore operations pilots through its partnership with CHC Helicopters. CAE acquired CHC’s training resources two years ago and is responsible for training about 2,000 CHC pilots and maintenance engineers.

Frasca International is building an S-76 Level B FFS for Bristow Helicopters in Scotland, where the North Sea transport operator also has S-92 and EC-225 devices. Bristow Academy in Titusville, Florida, has ordered a Bell 206 TruFlightH flight training device.

Randy Rowles, vice president and general manager of the Era Training Center (ETC) in Lake Charles, Louisiana – a joint venture of Frasca and ERA Helicopters – was selected as the HAI Certified Flight Instructor of the Year.

simulators. The facility has capacity to train 335 pilots in 16 classrooms and six simulators and is 10 km from the Congonhas Airport regional hub.

Training services are tailored for each airline and include initial and refresher pilot training.

Flight Simulators The ATR full flight simulator for the ATR 42-300 and 72-500, located in the Farnair Training Centre near Vienna and Bratislava, has been fully certified by the Federal Air Transport Agency (FATA), part of the Ministry of Transportation of the Russian Federation.

The ATR 42-300 and 72-500 FFS has received Level C and D certification.

Unique to the simulator is the ability to reproduce all problems related to icing and de-icing. Multi-media based training (MBT) for the ATR 42-300 and the 72-500, an online training program available for type ratings and recurrent training and checking, adds to the training experience.

Airbus has relocated an A330/A340 CAE FSTD Standard 2.4 from its Toulouse, France, facility to the Airbus Miami Training center. The simulator was qualified Level D by the FAA and EASA and was also updated with the latest CAE Tropos system.

The Airbus Miami training center has updated its two Thales Reality7 A320

MPS_CAT2013_Ad01.indd 1

simulators to the latest Std 1.8, which was qualified Level D by the FAA and EASA. FlightSafety International will install its third Gulfstream G650 full flight simulator at its Learning Center in Long Beach, California, in early 2014.

The program features MATRIX, FlightSafety’s integrated training system and includes a variety of prestudy and classroom materials that can be loaded onto an iPad, allowing customers to review materials in advance, easily take notes and quickly look up information during or following completion of the course.

L-3 Link Simulation & Training's (L-3 Link) full flight simulator (FFS) for the SSJ100 aircraft, installed at the SuperJet International (SJI) Training Center in Venice (Italy), has been certified Level D by EASA and is now Ready For Training. It is the first simulator for a Russian civil aircraft that has achieved the certification by the EASA. Interjet pilots will be the first to start training in Venice on the new simulator.

Pan Am International Flight Academy has installed a new Boeing 777 Level D full motion simulator at its Miami academy headquarters at the Miami International Airport.

This B777 simulator has enhanced definition visual systems using satellite imagery and sophisticated

weather and lighting effects to create highly realistic training scenarios for pilots.

L-3 Link Simulation & Training's Crawley, UK-based operation has completed the updating of a Lufthansa Flight Training A380 full flight simulator to the latest Airbus 1.3 product baseline. In addition, the Luftfahrt-Bundesamt, Germany's national civil aviation authority, has recertified the A380 FFS to support pilot training at the Lufthansa Flight Training facility in Frankfurt. Updates made by L-3 Link focused on the simulator's aircraft systems, avionics and flight aero data. The updates enable the simulator to operate at the same standard 1.3 product baseline as Lufthansa's Airbus A380 fleet of aircraft. projectiondesign® has delivered three additional F22 projectors to Dutchbased technology manufacturer MPS (Multi Pilot Simulations) for use in its newest FTSD (flight simulation training device)-qualified Airbus A320 flight simulator. The standard MPS FSTD comes with a high-end RSI Visual Systems Raster XT4 image generator and a direct projection screen with a 200-degree by 30-degree horizontal field of view, while a more advanced version offers a collimated mirror display for enhanced realism.

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World News & Analysis Mechtronix is delivering a Cessna Citation CJ1 full flight simulator (FFS X™) and two full flight trainers (FFT™) to the Civil Aviation Flight University of China (CAFUC). With the new order, CAFUC will operate three CJ1 FFS and three CJ1 FFT devices needed to meet an increased demand in training hours from CAFUC customers. The CJ1 FFS X will be inspected and qualified by the China Civil Aviation Regulations (CCAR) and will meet the requirement for Part 60 FFS Level C. The two CJ1 FFT devices will also be inspected and qualified to the requirements of CCAR Part 60 FTD Level 5, and feature an FFS Level D compliant image generator and a type-specific aircraft cockpit with 100% of the aircraft systems.

CAE has won a series of long-term commercial training and services contracts, including seven full flight simulators, training devices and update services, worth more than C$300 million. A 10-year contract has been signed with LAN and TAM Airlines to be conducted at CAE training centres in Santiago, Chile; Sao Paulo, Brazil; and Lima, Peru. Full flight simulators have been sold to Shanghai Eastern Flight Training Centre and Zhuhai Flight Training Centre, and Turkish Airlines and CAE have signed a three-year contract to train new A320 and B737NG First Officers.

A TCAS will soon be available for Alsim’s jet simulators. The company has enhanced the traffic generation

system on the Instructor Station to be able to specify traffic relative course and altitude. A TAS, Traffic Advisory System, will be available for bi piston flight models. Weather radar is also in the early stages of development, but Alsim has a first draft of its integration on the EFIS Multi Engine Piston flight model and will be integrated to the ALX jets configurations.

Helicopter Training Rotorsim has had its CAE 3000 Series AW139 full flight simulator (FFS) certified to Level D by the ENAC (the Italian Civil Aviation Authority). The new AW139 FFS was jointly developed by AgustaWestland and CAE and it is the third for Rotorsim and the second

Fourth Flight School Operators Conference Announcing a new marketing venture to help flight schools increase their number of students and revenue, the Flight School Association of North America (FSANA) highlighted its efforts to reverse the downward trend for the number of licensed private pilots in the US at its Fourth Annual International Flight School Operators Conference held February 11-14 in Orlando. While the issue of a commercial pilot shortage was a topic, the event was focused primarily on the ways and means for flight schools to not only merely survive, but prosper as well in the future.

Reversing the Decline Citing a 42 percent decrease in the US student pilot population, the decline in the number of active private pilots and the reduction of the number of US flight schools from 2400 to 1500 since 2001, FSANA president and CEO Robert Rockmaker described the current environment as the “low point” of aviation in the country. However, through partnerships and innovative marketing strategies, including those with his association and local communities, flight schools can rebuild the pilot population, he emphasized.

While airlines may or may not find themselves short of pilots in the future, “the real problem is getting more people into the air,” Rockmaker said. “That’s one of our goals, to get people out to the flight schools and into the air. We are creating marketing tools for the flight schools to bring these people out and increase profits and get results.”

Those tools include the two-week summer AeroCamp for youth ages 12-18 to learn the science of flight, basic flight instruction and to fly an aircraft with a certified flight instructor; an AeroParty for birthdays and other celebrations; and an AeroSolo program that provides the basis for continuing study leading to Sport, Recreation or Private Pilot certificates. FSANA will conduct a nationwide advertising program designed to 40

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reach 3.4 million people across the country this spring, with the goal of reaching the non-aviation public, Rockmaker explained.

Flight schools that become FSANA members can offer the new programs. At the conference, three flight school operators, Susie Amaro of California Airways, Inc., Lisa Campbell of Air-Mods Flight Center and Greg Hayes of North Coast Flight School described how initial versions of the AeroCamp and other programs have brought in new customers and increase their flight schools’ revenue.

Shannon Yeager, VP of Strategic Initiatives for the Aircraft Owners & Pilots Association (AOPA), outlined his organization’s efforts to help turn around the decline of licensed pilots through its new Center to Advance the Pilot Community initiative. A part of that effort is to develop flying clubs that will keep pilots active and connected, while other Center programs will work to provide support to flight schools.

Flight School Support The primary goal of the FSANA conference was to offer sessions designed to provide flight schools with helpful insights on several areas of operation, including student financing; government regulations; marketing; financial planning; insurance and a career track program for flight school certified flight instructors.

Keynote speaker Tom Hendricks, president and CEO of the National Air Transportation Association (NATA) described how the pending 1500 hour to ATP rule for first officers would impact aviation. “The 1500 hour rule is going to be a huge challenge for all of us, and will cause a serious system long-term shortage of pilots. This rule is an overreaction to a tragic mishap, it’s not going to work and it’s the wrong rule. We are going to have to work together to fix it by educating the legislature and coming together as an industry.” – Chuck Weirauch.

located at the AgustaWestland Training Academy in Sesto Calende, Italy.

The simulator is installed in the facility’s new simulation building which will include up to nine FFSs and five FTDs (flight training devices) further expanding the Training Academy capabilities.

FlightSafety International’s Eurocopter EC135 Level-D qualified full flight simulator, located at its Dallas Learning Center, has received Night Vision Goggle qualification from the FAA. This is the first qualification of its type under the National Simulator Program’s Guidance Bulletin 10-01.

FlightSafety’s NVG training courses for the EC135 provide in-depth instruction on the equipment and focus on the efficient and effective use of the goggles through scenario based and mission specific exercises. The training can be customized to meet the specific needs of government and military agencies; Emergency Medical Services; Law Enforcement; Search and Rescue; Airborne Surveillance; and Security, Fire and Rescue. Course development is underway and training will commence following final approval.

Indra is to supply two new EC225 transport helicopter simulators to Eurocopter. The systems will be implemented in the training centres of the aircraft manufacturer in Malaysia and Brazil. The databases of the

EDM is to introduce their new Safety and Emergency Procedure Training Reality Engine (SEPTRE) at WATS 2013. SEPTRE has been designed for use on either fixed or motion based cabin emergency evacuation trainers (CEET's) and is already in service with a significant number of Chinese airlines including Air China, Xiamen Airlines, Hainan Airlines and others.

SEPTRE uses state-of-the-art technology and computer systems which combine motion, sound and visual cueing that are typically experienced on board any commercial aircraft, covering all phases of flight. During operation, the visual database processes several visual components comprising of a tailored flight model, special effects, ocean, sky and clouds, calculating the position of the aircraft, which is relayed onto a series of image generators positioned at each aircraft window. Designed within the package is the ability to model specific training scenarios such as an engine fire, turbulence, ditching and aborted take-off. The system has been designed to be modular and can be provided as an upgrade to existing fixed or motion based CEET's.

EC225 training systems will include real scenarios with the coastlines and airfields of each country.

CBT/Software Avsoft is now providing courseware to DAC Aviation, Skies Aviation of Sweden and First Air of Canada.

All the contracts provide access to Avsoft’s flexible Block Hour Licensing (BHL) program that allows airlines and training organizations to instruct hundreds of pilots for one hourly rate.

Pelesys has signed deals with Nigerianbased Arik Air and Air Greenland.

Arik Air has purchased B737NG, A330 and A340 e-learning type rating

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

www.iaaps.info

CAT MAGAZINE 2.2013

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World News & Analysis courses and Air Greenland will be provided with an integrated Learning Management System and an Exam and Assessment Generation System to manage their pilot training.

FARNAIR Training has developed an online training tool for the ATR 42-300 and ATR 72-500 types. Parts of this MBT (Multimedia Based Training) are now published every month, free of charge, so anybody interested can make use of it without any limitations or obligations. A new ATR Cold Weather Operations MBT is also available. The training covers technical aspects, gives operational hints for professional pilots and provides cost savings for airlines.

ASTech's GEMS Online Exam has been cleared by the National Aviation Authority of Germany (LBA) and is now being used

by ASTech's long-term customer Lufthansa Technical Training (LTT) at their training sites in Hamburg and Frankfurt. The system was also introduced to training managers of Part-147 training organisations or airlines, who participated at the recent EAMTC (European Aviation Maintenance Training Committee) meeting in Lugano, Switzerland. GEMS Online Exam makes it possible to hold MCQ (multiple-choice questions) online exams. Examination candidates may take an online exam using either a conventional computer interface, or using a touchscreen interface.

ATC Training A group of air traffic control students from Saudi Arabia are rating in their home country, just four months after completing

ab initio training at Airways Training Centre in New Zealand. The students, from Saudi Arabia's General Authority for Civil Aviation (GACA) completed their Airways training in July last year and began on-the-job training in September. The contract included the use of Airways ATC recruitment and selection tool Sure Select to identify, screen and assess candidates for ATC training, and extensive access to Airway's Total Control simulator suite.

Thales has been selected by the Civil Aviation Authority of Cyprus and Cyta, the leading provider of integrated electronic communication services in Cyprus, for the modernisation of the country's air traffic management system. In the frame of this contract, Thales will supply the associated simulator. With TopSky - Simulation, the Air Traffic Controllers will benefit from a modern system to conduct efficient training on the exact same interface as the operational system. The efficiency will be further improved with the advanced exercise editor, which allows them to prepare realistic exercises faster and easier.

Commercial Aircraft Sales February 1 to March 27 2013

Aircraft type

Number Operator/Buyer

A320neo 109 A321neo 65 A320ceo 60 A320neo 4 A321ceo 25 A321neo 88 (35 opt.)

A320neo 35 A320ceo 30 A321neo 35 A321neo 16 A380 2 A330-300 5 (3 opt.)

A350-900 30 A350-1000 5

B737 Max 12 (8 p.r.)

B737NG 175 B737-800NG 20 B747-800 2 B777-300ER 1 B777F 8 B747-8F 3 B777-300ER 6 B777-300ER 10

CS300 42 (10 opt)

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Lion Air Lion Air Lion Air Turkish Airlines Turkish Airlines Turkish Airlines Lufthansa Lufthansa Lufthansa Hawaiian Airlines Lufthansa Turkish Airlines ALC ALC Icelandair Ryanair Air China Air China Air China Air China Cargo Cathay Pacific SWISS ALC Ilyushin Finance

Maintenance Airbus and Thai Airways International have signed a Maintenance Training Collaboration agreement to develop a long term strategic partnership. Thai will become Airbus' local maintenance training centre in the region and will initially provide maintenance type-training capabilities for A320 and A330. Airbus will work with Thai to achieve full EASA certification.

Monarch Aircraft Engineering Limited (MAEL) has launched its apprenticeship scheme for summer 2013. This year, the initial training phase will be carried out at the newly opened Monarch Aircraft Engineering Training Academy (MAETA) at London Luton Airport from where individuals will then relocate to MAEL's London Luton, Birmingham and Manchester Airport bases. Successful applicants will initially study the NVQ Level 2 Diploma in Performing Engineering Operations, from

which they will gain basic theory and practical skills. From this phase of initial training, apprentices will then move onto the four-year vocational scheme, where they will receive theoretical training on aircraft mechanical and electrical systems to the EASA 'A' licence standard. They will also complete the various elements that make up the City and Guilds NVQ Level 3 Apprenticeship in Aeronautical Engineering.

Lufthansa Technical Training (LTT) has signed an agreement with the Australian College of Kuwait (ACK) to provide EASA CAT B1.1 and EASA CAT B2 training concepts for ACT's basic training program. LTT will run train-the-trainer courses in Kuwait and provide access to weband computer-based training media.

LTT will also support the college in carrying out examinations on EASA Part-66 modules (Full Basic Examinations). The first EASA CAT B1.1 course offering LTT expertise started on February 17, 2013.

FlightSafety International has selected National Airways Corporation, based in Johannesburg, South Africa, as a FlightSafety Maintenance Training Center. Through NAC, FlightSafety will now offer training for Pratt & Whitney Canada engines in South Africa and the surrounding region. FlightSafety will provide NAC with courseware and MATRIX training equipment that includes a graphical flight deck simulator, desktop simulator for classroom instruction, training engines, and specialty tools.

NAC instructors will be trained and qualified by FlightSafety, and will also receive approval from aviation regulatory agencies as required. Through this agreement, NAC on behalf of FlightSafety, will begin with an initial offering of “Line and Base” courses for maintenance training on the PT6A, and PW100 series of Pratt & Whitney Canada engines.

Airbus and the GEDC (Global Engineering Deans Council), the leading global organisation for engineering

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World News & Analysis education, have opened the call for nominations for the inaugural GECD Airbus Diversity Award. The initiative aims to reward individuals who have been pro-active in bringing more diversity into engineering classrooms around the world.

The long term aim is to ensure that industry reflects the diversity of the communities it supports. This means more balance between men and women, more diversity in social and cultural backgrounds, and equal opportunities for comparable skills for disabled people. The strong demand for engineers globally means that industry must attract and secure an increasingly diverse talent pool to continue to innovate and build the world of tomorrow. Sarah Rajala, Dean, College of Engineering, Iowa State University and Chair of the GEDC, said: "The Award Committee is looking for initiatives which have delivered results and could be developed regionally or even globally.

We hope that other institutions will take up the challenge to ensure that engineering graduates and professionals reflect the society in which we live, work and teach."

Company News Gulf Aviation Academy (GAA) and Bahrain Airport Company (BAC) are to deliver aviation training services for Bahrain Airport Company and its personnel. GAA will provide a wide range of specialised and accredited training services including International Air Transport Association (IATA) Airport Operations, dangerous goods, first aid, safety management system, fire and safety, in addition to other soft skills and leadership courses.

Saudi Arabian Airlines and Lockheed Martin have signed a memorandum of agreement to jointly pursue potential new business opportunities in the Kingdom. The two companies are already exploring the creation of a new training organization to provide technical training for the aviation and aerospace industry in the military and commercial sectors.

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Embry-Riddle Aeronautical University has teamed with Antipodean Aviation of Australia to offer survival training in emergency water landings for both fixed-wing and rotary-wing aircraft. The course covers pre-flight planning and emergency water landing techniques, as well as escape from a submerged aircraft cabin and sea survival techniques, including life preserver and life raft familiarization, and search-and-rescue operations. In addition to extended flights over water, this training is useful for crewmembers ditching an aircraft to avoid landing in a residential area or in rough terrain.

The university, through its partnership with Antipodean Aviation, is developing more than 50 courses on advanced aviation topics for pilots, flight nurses, flight paramedics and public safety officers.

Once started, participants have 30 days to complete a theory-based online course.

They then receive one day of practical training in the pool at the university's Prescott Campus.

Baltic Aviation Academy and PT. Bandara Praniagatama are to cooperate on adjusting training programs' packages for the Indonesian market, preparing and organizing marketing events in Indonesia in 2013 and fulfilling other civil aviation activities. PT. Bandara Praniagatama works with the Indonesia Air Force (TNI AU), Garuda Indonesia, Lion Air, Merpati Airlines, Royal Malaysia Air Force (RMAF), Republic of Singapore Air Force (RSAF) and many others.

IAFTP has welcomed Diamond Aircraft Industries GmbH as a 10-year paid-up-in-full IAFTP Sustaining Member. In addition to supporting IAFTP's goal of sharing pilot training practices worldwide, Diamond also plans to support the introduction of the IAFTP eCV through its worldwide network of flight training organizations. This will be an expansion of the prototype eCV program IAFTP currently has with the Saudi Aviation Flight Academy (SAFA) which uses Diamond airplanes and simulators exclusively in its flight training operation.

This year marks the 25th anniversary of Bournemouth, UK based simulation specialist Micro Nav Ltd. The company looks back on an unbroken track record of developing, delivering and supporting Air Traffic Control simulation and training systems to over 25 countries and for more than 60 users around the world.

Mike Male and Fred Johnson founded the company in 1988, and their expertise and customer rapport were major factors in the success of FIRST - the original family of simulators. They are still key members of the team continuing to grow the company and innovate new products.

The Management Board of the European Aviation Safety Agency (EASA) has announced the appointment of Mr. Patrick Ky as Executive Director of EASA with effect from 1 September

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World News & Analysis 2013. Mr Ky will succeed Mr Patrick Goudou, who has been Executive Director of EASA since its creation in September 2003 and whose term ends on 31 August 2013.

Indonesia's state-run carrier, PT Merpati Nusantara Airlines has chosen merlot.aero to deliver all aspects of their airline resource planning and control to ensure a safe and efficient crew and operational environment. merlot.aero's cloud-based airline operation technology will enable Merpati to manage day-to-day aircraft and crew utilisation as well as control and report on core operational information.

Aviation Performance Solutions (APS) has announced its European expansion into the Netherlands.

This new location, APS Europe, will provide comprehensive Upset Prevention and Recovery Training (UPRT) services for general aviation, business and commercial aircraft pilots.

APS Europe completed its formal evaluation by key-client test pilots in February 2013 at the Seppe Airport, Bosschenhoofd, in the Netherlands using the Slingsby Firefly T-67 M200

aerobatic aircraft. The final phase of the integrated UPRT program evaluation was completed on a CAE Level D Boeing 737 Next Generation simulator at the CAE Amsterdam Training Center. The preparatory web-based e-Learning academic program is an APS development based on the Airplane Upset Recovery Training Aid (AURTA), Revision 2.

FlightPath International has added capabilities and personnel as it continues to expand its operations in Canada and worldwide. It moved its global headquarters to a larger building in Alliston, Ontario, in July 2012 and has more than doubled the size of its administrative staff in the past year, reflecting the overall increase in the company’s business. The company also added eight highly qualified technical instructors to its training staff, who joined FlightPath from a major maintenance, repair and overhaul (MRO) organization in Montreal, Quebec. The new instructors have 326 years of combined aviation experience, and 191 years of instructional experience. FlightPath has recently

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