CAT Magazine - Issue 2/2010

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www.halldale.com The Journal for civil aviation training AIRLINE TRAINING PROFILE

Air New Zealand Making Changes MAINTENANCE TRAINING

To Sleep, Perchance To Rest – Combating Maintenance Fatigue ATC TRAINING

FAA Drives Recruitment To Fill The ATC Void FLYING DOCTORS

Australia’s Royal Flying Doctor Service

ISSN 0960-9024 | US $17/£8.50

Issue 2/2010

ALTEON IS NOW BOEING TRAINING & FLIGHT SERVICES. AND FOR GOOD REASON. Our new name reflects an expanded portfolio of services. Now, in addition to pilot, maintenance and cabin safety training, customers can count on us for everything from flight operations and safety analysis to customized flight/dispatch documentation and operational consulting. So you see, Boeing Training & Flight Services is more than a new name.

It’s a brand new day.

Editorial

Editorial Comment

Editor-in-Chief: Chris Lehman [e] chris@halldale.com Managing Editor: Alan Emmings [e] alan@halldale.com Contributors Chuck Weirauch - Editor US Affairs Chris Long - European Affairs Lori Ponoroff - News Editor [e] lori@halldale.com Advertising Business Manager: Jeremy Humphreys [t] +44 (0)1252 532009 [e] jeremy@halldale.com Business Manager, North America: Mary Bellini Brown [t] +1 703 421 3709 [e] mary@halldale.com Marketing Manager: Lizzie Daniell [t] +44 (0)1252 532008 [e] lizzie@halldale.com Sales & Marketing Co-ordinator: Karen Kettle [t] +44 (0)1252 532002 [e] karen@halldale.com Design & Production David Malley [t] +44 (0)1252 532005 [e] david@halldale.com Internet www.halldale.com/cat Subscriptions & Distribution Subscriptions Hotline [t] +44 (0)1252 532000 [e] cat@halldale.com 6 issues per year at US$168 Distribution Co-ordinator: Sarah de Wet [t] +44 (0)1252 532006 [e] sarah.dewet@halldale.com Publishing House and Editorial Office Civil Aviation Training (ISSN 0960-9024) is published by: 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 [e] cat@halldale.com General Manager: Janet Llewellyn US office Halldale Media Inc. 115 Timberlachen Circle Ste 2009 Lake Mary, FL 32746 USA [t] +1 407 322 5605 [f] +1 407 322 5604 Publisher & CEO: Andrew Smith

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise - especially translating into other languages - without prior written permission of the publisher. All rights also reserved for restitution in lectures, broadcasts, televisions, magnetic tape and methods of similar means. Each copy produced by a commercial enterprise serves a commercial purpose and is thus subject to remuneration.

CAT Magazine (ISSN 0960-9024, USPS # 022067), printed April 2010, is published 6 times per annum by Halldale Media Ltd, Pembroke House, 8 St. Christopher’s Place, Farnborough, Hampshire, GU14 ONH, UK at a U.S. subscription rate of $168 per year.

CAT Magazine is distributed in the USA by SPP 75 Aberdeen Road, Emigsville PA 17318-0437. Periodicals postage paid at Emigsville PA. POSTMASTER: send address changes to: Halldale Media Inc., 301 East Pine Street, Suite 150, Orlando, FL 32801, USA.

Chris Lehman Editor in Chief, CAT Magazine chris@halldale.com

A New Training Era In a few weeks, CAT Magazine will present its 13th annual World Aviation Training Conference & Tradeshow, also known as WATS. While it’s often difficult for CAT staff to believe that so much time has passed, it isn’t difficult to believe the change the training industry has undergone in that time period. It’s all around us and we deal with it every day, whether we’re maintainers, pilots, or cabin crew. While not all of it is for the better – the need for security training comes to mind – the advances in both technology and method have been remarkable.

Back when the WATS event was being conceptualized, the aim was to provide a forum for all industry players to gather and share the information needed to advance the cause of the sector. It was recognised that with so many players there was a need for a forum to try and achieve a more unified voice, or at least a venue where we could agree to disagree. With the recent political and regulatory focus on pilot training in the US, speaking with a more unified and global voice is more important than ever.

With its very broad industry participation, WATS has perhaps helped to provide some unity, but has always aimed to provide the means for an unhindered exchange of information, away from the glare of the non-industry media, and all in a highly professional environment. To that end, I am particularly pleased and indebted to the many aviation industry associations, regulators and partners who have helped develop the conference, nominated speakers, organized breakouts, or are conducting meetings alongside the event. These include the Federal Aviation Administration (FAA), International Civil Aviation Organization (ICAO), Regional Airline Association (RAA), Air Transport Association (ATA), Aviation Industry CBT Committee (AICC), Airline Pilots Association (ALPA), and the International Committee for Aviation Training in Extended Envelopes (ICATEE). This year also sees the Southern California Safety Institute (SCSI) teaming arrangement to jointly deliver the WATS Cabin Training Conference track.

It’s no coincidence that the theme of WATS 2010 is: “Optimizing Training Technology and Technique in a New Era.” Given the current national debate in the US on what should be the regulatory and training response to the Buffalo Q400 crash, the conference theme mirrors the task ahead. It is certainly a new era, and optimising training and the tools used to deliver that training is the challenge.

Much of the political and regulatory discussion is dominated by whether all pilot crew engaged in part 121 operations should have 1,500 hours and an ATP, and if not, what should be the minimum flight hours for hiring F/Os? Vigorous debate has also ensued on the role of collegiate aviation and whether graduates of “accredited” institutions should require fewer hours.

Should there be a new Commercial Pilot Certificate and/or an “ATP-lite” certificate and if so, what would the appropriate level of training and experience be?

The apparent fixation in certain quarters on “flight hours” is no doubt one of the most controversial aspects of the debate. Most aviation training professionals would take issue with the assumption that an ATP/1,500 hours requirement would have prevented the Buffalo crash, which in a nutshell was the result of inappropriate actions taken in an attempt to recover from a stall. And most would also agree that focussing on number of hours is not only dated, it is entirely the wrong path, because competence cannot be gained by flight hours alone. We know that it is the content - not the quantity - of time and training that is important. The hiring and selection methodology, and the type and quality of training provided by the employer before release to line operations, is critical. And even more so for those upgrading to Captain.

The majority of players seem to understand that the discussion needs to be focussed on the KSACs – the Knowledge, Skills, Attitudes and Competencies - that candidate new hire F/Os need to acquire and demonstrate in air carrier operations. I would also submit that the experience with ICAO’s Multi-Crew Pilots Licence (MPL) should be a serious part of the conversation.

See you in Orlando.

Chris Lehman WATS Conference Chair • CAT Editor in Chief CAT MAGAZINE • ISSUE 2/2010

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AIRLINE TRAINING PROFILE

Air New Zealand Making Changes MAINTENANCE TRAINING

To Sleep, Perchance To Rest – Combating Maintenance Fatigue ATC TRAINING

FAA Drives Recruitment To Fill The ATC Void FLYING DOCTORS

Australia’s Royal Flying Doctor Service

ISSN 0960-9024 | uS $17/£8.50

issue 2/2010

cover credit RFDS

front cover

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3 Editorial Comment A New Training Era. In a few weeks, CAT Magazine will present its 13th annual World Aviation Training Conference & Tradeshow, also known as WATS.

airline training profile

6

Kiwis In Flux – Air New Zealand Making Changes. Changes are afoot at ANZAT, which is extending its range of training services as well its inventory of hardware.

12 ATC TRAINING FAA Drives Recruitment And Training To Fill The ATC Void. The Federal Aviation Administration is employing several training schemes to prepare the thousands of new air traffic controllers who will be needed.

16 REGIONAL AIRLINE TRAINING Key Safety Initiatives Will Have Important Influence On Pilot Training.

The Regional Airline Association’s Flight Training Committee Panel will focus on HF and captain leadership training at the 2010 RATS conference.

20 PILOT TRAINING

12

ATC TRAINING

Training For Very Light Jets – The Embraer Phenom 100 & 300. The level of innovation and technology used in very light jets at least matches, and frequently surpasses, that seen in some larger modern aircraft.

22 CABIN CREW TRAINING What Price Cabin Crew Security? Flight 253 Shows Need For Better Training. Unfortunately one of the lessons learned after 9/11, the need for mandatory cabin crew security training, has yet to be implemented.

25 Training Technology

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MAINTENANCE TRAINING

feature Articles

6 AIRLINE TRAINING PROFILE

Bridging The Gap In E-Learning When Things Go Wrong. Do you run a corporate-wide learning management system connecting your technomads as well as your office employees? If you are less than confident with your system or your vendor, this article by Herbert Schwarz, chairman of AICC, may provide some words of comfort.

28 MAINTENANCE TRAINING To Sleep, Perchance To Rest – Combating Maintenance Fatigue With Training. Most of us deprive ourselves of sleep at one time or another. But going without adequate rest can prove dangerous.

32 Special OPerations Training

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Special Operations Training

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contents CAT 2/2010

www.halldale.com The Journal for civil aviaTion Training

Medicine Men – Australia’s Royal Flying Doctor Service. If the pioneering spirit lives on in aviation it must surely reside with the RFDS in Australia.

35 CONFERENCE REPORT New ADTS Salon Strikes The Right Cord With MENA Delegates. The latest addition to the range of conferences run by Halldale, the Aerospace and Defence Training Show (ADTS) was staged early March in Dubai.

36 NEWS Analysis and Seen & Heard. Updates from the training market, compiled and edited

by Lori Ponoroff and the CAT editorial team.

CAT MAGAZINE • ISSUE 2/2010

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Kiwis In Flux

Airline Training Profile

Kiwis In Flu

Air New Zealand

Air New Zealand expects to take delivery of its first B787-9 in 2013. mage credit: Boeing.

06

CAT MAGAZINE • ISSUE 2/2010

Flux

Air New Zealand Airline Training is the wholly-owned training arm of the country’s flag carrier. Changes are afoot at ANZAT, writes Capt. Gerry Fretz, which is extending the range of training services provided as well its inventory of requisite hardware.

T

his past January, John Ogilvie, business development manager of ANZAT, and Captain Gerry Dunn, flight manager standards, hosted a visit by CAT Magazine. The training centre owns land adjacent to existing facilities and there are plans to extend, in order to accommodate additional full flight simulators (FFS) and other amenities. Current equipment and facilities, however, remain fit for purpose.

A new and recently delivered B777 FFS was being unpacked during the visit.

In addition to company use, both by the airline and by the training centre, there are currently six other airlines contracted to conduct their recurrent or transition training there.

In addition to the FFSs mentioned elsewhere, ANZAT has some 40 classrooms with ample facilities for pilot, cabin crew and maintenance staff. For pilots, type rating courses, type rating instructor and examiner courses, upgrade training for co-pilots, human factors (HF) and CRM training, performance courses and flight instructor training are available not only for Air New Zealand candidates but also for other operators.

All the courses are approved by the Civil Aviation Authority of New Zealand (CAANZ) and by many other regulating authorities globally. ANZAT currently employs 35 flight simulator instructors (TRI) who undertake almost all initial, transition and recurrent training. Many

Above There are two simulator halls containing six full flight simulators.

Image credit: ANZAT.

also hold examiner approvals (TRE) although the majority of initial type and transition proficiency checks are undertaken by training captains who also fly the line. This ensures that crews from both Air New Zealand and customer airlines, who are completing type training with Air New Zealand, are sufficiently well equipped to transition to line operations and their line-flying phase of training.

Safety and equipment procedures (SEP) training can be provided on all aircraft types listed, together with more

specialised training in CBT, FBS, ETOPS and flight planning where appropriate.

Recurrent and transition training for many Asia/Pacific operators is also provided on a regular wet or dry hire contract basis. It is of course necessary for training centre instructors and examiners to be familiar with the standard operating procedures (SOP) of operators for whom training is conducted.

Sim Halls There are two simulator halls containing six FFSs, each with its own briefing room. Simulator maintenance personnel are available at any time while a simulator is in use. A canteen is available during working hours and accommodation is situated nearby.

CAT MAGAZINE • ISSUE 2/2010

07

Airline Training Profile

Left There are ample facilities to provide training for pilot, cabin crew and maintenance staff.

Image credit: ANZAT.

ANZAT In Perspective Air New Zealand has come a long way since East Coast Airways merged with Cook Strait Airways in 1936, to form Union Airways of New Zealand Limited.

Union Airways was the sole partner of Tasman Empire Airways Limited (TEAL), which operated two Short S20 Empire flying boats. The first flight from Auckland to Sydney was made in 1940 and lasted seven and a half hours. TEAL continued with various types of flying boat until 1960, although DC6s were introduced in 1954 and then Lockheed L-188 Electras replaced the DC6s in 1959.

In 1965 the name changed to Air New Zealand. The first jets, DC8-52s, replaced the Electras and the DC-10-30s replaced the DC8s. B747-219s arrived in 1981, followed by B767s in 1985, B737-300s in 1989, and B747-400s in 1990. The company’s first Airbus, the A320, was introduced in 2003 and the most recent aircraft type to join the fleet was the B777 in 2005.

Recently launched to the international media was “Skycouch”, which is now being installed in Air New Zealand’s new B777-300ER aircraft, and retrofitted to its existing B777-200ER fleet. “Skycouch” economy class seating allows passengers to lay flat.

Initially set up due to geographic necessity in 1940, ANZAT has grown to become a major provider of aviation training to airlines globally and an industry provider of staff through its New Zealand government approved pre-employment training programmes. Flight training is based at Auckland International airport and centred on two simulator halls housing six FFSs with respective VPT/IPTs. At the time of writing there were plenty of qualified pilots in New Zealand and therefore little requirement for ab initio pilot training. For the same reason there is no sponsorship currently available. However, as global economies improve and pilot recruitment builds, this situation is likely to change.

ANZAT is currently talking with a number of larger New Zealand flight training providers, the intent being to establish an airline first officer programme to train domestic pilots thus ensuring a pipeline of quality CPL/ME-IR qualified pilots for New Zealand’s airlines. This programme would also be open to international airlines.

08

CAT MAGAZINE • ISSUE 2/2010

loans are available for all courses. It is a government sponsored and structured course on which in 2009 there were 200 graduates.

Before being accepted for the course the candidate is required to attend a pre-entry assessment ensuring a high calibre of student and ultimately graduate. The syllabus contains subjects such as cultural awareness, aviation business, international travel advice, the tourism industry and how to handle customers with special needs, in addition to normal sales skills and customer service.

Flight attendants following customer service and SEP intake training undertake line-training checks and are then rostered to fly. Crews are grouped according to flight sector lengths: domestic (NZ operations), short-haul (Australia and Pacific Islands) and long-haul (Asia, North America and UK) and are primarily based in New Zealand, except for two crew bases in London and Shanghai.

Initial and recurrent training for the London base is conducted with a mix of contracted and ANZAT instructors in hired facilities, Shanghai crews who operate Air New Zealand’s Beijing and Shanghai services travel to Auckland for all training.

The ANZAT centre is equipped with cabin and door operating training facilities for all aircraft types operated by the company. There is an ”in-flight” fire trainer. When available the FFS can be used to give students training in pilot incapacity drills and procedures. It is standard practice throughout the airline,

There are plans to replace older B747-400s with B777-300ERs. A320s are on order to replace the B737-300s. Delivery of the first B787-9 is expected in 2013.

All simulators except the B767 are certified by CAANZ to the equivalent of Level D (see table). Jeppesen Electronic Flight Bags are already in use on the B777 fleet and in due course will be introduced on other fleets.

Flight crew training standards are set and monitored by the flight standards team, headed by Capt. Gerry Dunn and part of Air New Zealand’s airline operations and safety division. Each fleet is supported by a specialist training manager, who is responsible for ensuring the training delivered reflects the latest Air New Zealand or customer airline SOPs. Unlike pilots, there is always a requirement for pre-employment training for those who would like to enter the airline in a customer-facing role, in particular as flight attendants. The minimum age requirement is 18 and student

Air New Zealand Aircraft and FFS

Aircraft Type

Simulator CAANZ Approval

Number Currently in Operation

January 2010

B747-400 7 L5 (D) B 777-200ER 8 L2 (D) B 777-300ER From May 2010 B767-300ER 5 L4 (C) B737-300 15 L2 (D) A320-200 12 L2 (D) ATR 72-500 11 From Dec 2010 Bombardier Dash 8-Q300 23 L2 (D) Beechcraft 1900D 18 Nil

TOTAL

99

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during recurrent training, for mixed sessions to be conducted for combined flight and cabin crew classes.

Engineers ANZAT also has a large maintenance engineer training establishment that takes candidates directly from school to begin a four-year course, the first year pre-employment followed by a traditional apprenticeship. The entry requirement is either the completion of year 12 at school or to have achieved the university entry academic level. There is no upper age limit. A bias towards maths and English is required. This is an approved course eligible for student loans and is also supported by Air New Zealand. On completion of the course successful graduates are not bonded so they may go wherever they please, but apparently most of them choose to remain with Air New Zealand.

Air New Zealand Technical Operations employs a mixture of qualified aircraft engineers and apprentices to meet its manpower needs. In the last three years some 140 apprentices have been employed. They are required prior to employment to have achieved a minimum of a National Certificate in Aeronautical Engineering at Level 3. This equates to a full academic year of study and practical training. This course is available from ANZAT and other New Zealand based polytechnics.

Once employed with Air New Zealand Technical Operations, the apprentice will specialise in mechanical or avionic fields and spend a minimum of an additional three years, undertaking on-job training with approved assessors and block courses conducted with ANZAT. Maintenance training is conducted at two centres, in Auckland and Christchurch, and in customer locations offshore.

Both Auckland and Christchurch basic training centres have dedicated training aircraft hangars equipped with training aircraft, fixed and rotary wing, engine overhaul, avionic, and structures workshops. Training programmes are currently approved

by CAANZ, but in recognising the importance of EASA 147 approval to international customers, ANZAT has sought approval and expects to be EASA 147 compliant for type training by mid 2010, and basic training shortly thereafter.

Type training is conducted in dedicated classrooms with dual presentations, and is supported with individual student laptops, loaded with CBT and relevant aircraft manuals and desktop simulation or MFTDs. Aircraft visits at the nearby Air New Zealand maintenance hangars in Auckland and Christchurch complement the training. Engine ground run or run-up training, along with advanced systems troubleshooting training, are conducted in Air New Zealand’s FFSs. Lastly, there are three HF training courses available, which are designed to comply with EASA Part 145. The first is a one-day course for maintenance mechanics, planners and administrative staff. The second is a two-day course designed for licensed aircraft engineers and Incident Investigation. The third is a threeday course designed to reduce the number of times aircraft maintenance staff are required to return for recurrent training to keep approvals current. This covers aircraft fleet types, ETOPS for engineers, regulatory approvals, occupational health and safety issues. Because these courses are airline or MRO specific, they can only be provided for companies other than Air New Zealand by prior arrangement. cat

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CAT MAGAZINE • ISSUE 2/2010

11

ATC training

FAA Drives Recruitment And Training To Fill The ATC Void The Federal Aviation Administration is employing several training schemes to prepare the thousands of new air traffic controllers who will be needed. Robert W. Moorman talks to key players in this far-ranging initiative to determine the extent of the challenge.

W

anted: applicants who can handle a stressful and challenging job. Must be able to make split-second, life-saving decisions. Salary: not great initially, but can top off at $126,000 a year.

If you guessed air traffic controller, then you are right.

While other businesses are currently firing personnel, the Federal Aviation Administration is scrambling to hire 17,000 air traffic controllers over the next decade. This is to fill the void being left by the retirements of several thousand veteran controllers hired following the Professional Air Traffic Controllers Organization (PATCO)-led strike in the early 1980s.

FAA officials said the agency would need to hire between 1,000 and 2,000 controllers a year for the next five years.

“The level of training is considerably higher than it was in the last decade,” said Jim Trinka, director of technical training and development for the air traffic organization within FAA. That said, FAA is employing sophisticated tower and ATC simulators as well 12

CAT MAGAZINE • ISSUE 2/2010

as other training devices to support training and so prepare controllers for the satellite-based Next Generation Air Transportation System (NextGen), which will include the use of Automatic Dependent Surveillance-Broadcast (ADS-B).

FAA bought 31 Adacel tower simulators, of which 12 are earmarked for the FAA Academy in Oklahoma City.

Another 18 will be housed at various facilities, including Atlanta Hartsfield Jackson International airport and Chicago’s O’Hare International airport. The simulators speed up training “anywhere from 20% and 60%,” Trinka said.

The tower simulators are also used as an “operational tryout” of new procedures when a new runway or taxiway becomes operational, such as when Boston Logan International airport added a new runway in 2008.

Advanced technology also helps with new training initiatives. FAA is changing to a new system called en route automation modernization (ERAM), which is being tested at Salt Lake City International airport. The agency bought new

Above The FAA has bought 31 Adacel tower simulators, of which 12 are earmarked for the FAA Academy in Oklahoma City.

Image credit: Adacel

Lockheed Martin simulators for ERAM, which will eventually be installed at 20 centers. Eight radar scopes will be dedicated for training.

FAA contracted with its Academy to use the internally developed system dubbed Enroute Radar Training Simulation System (ERTSS) to aid in the ERAM training. The Academy assembled seven mobile ERTSS systems.

Talent The immediate challenge is finding the talent to train. Because of the dire need for controllers FAA has been forced to seek candidates from the general public.

At present there are three main sources from which it selects controllers. FAA hires controllers with prior experience with either the FAA or the Department of Defense. Applicants from the general

public must have a high school diploma plus three years’ full-time work experience, have completed a full four years of college, or a combination of both.

A third way is for an applicant to have successfully completed an aviation-related program through FAA’s Air Traffic-Collegiate Training Initiative (AT-CTI). FAA has partnerships with 31 soon-to-be 36 - colleges and universities.

It provides 200 hours of air traffic control basic instruction as part of the CTI program, which the school credits as part of the student’s two or four-year degree program.

After graduating students are granted interviews with FAA, but applicants still have to pass the entry process to be hired. Candidates selected for employment attend the FAA Academy in Oklahoma City for 12 weeks’ familiarization, during which time they learn the fundamentals of the air transportation system, FAA regulations and other requirements.

Graduates of the AT-CTI program can bypass the air traffic basic course, which is the first five weeks of qualification at the FAA academy.

FAA has hired 7,500 controllers in the five years to November 2009. Although controllers do not need a college degree to be hired, it helps; 40% of new hires come from the CTI initiative.

“The more controllers we have with college degrees, the better,” said Trinka.

Degreed or not, the occupation is gaining popularity. In 2008, 2,000 applicants answered a job notice for controllers. In July 2009, 9,000 candidates applied to a similar notice. Of that total, 7,800 candidates met the qualifications, according to Trinka.

To support FAA’s training efforts, in 2008 FAA awarded a $437m, 10-year contract to Raytheon, whose primary task was to train controllers better, faster and cheaper.

Despite FAA’s ongoing hire plans, some controllers remain in the dark about their role in a NextGen environment and the technology they are expected to embrace.

“FAA needs a plan,” said Dale Wright, safety and technology director for the National Air Traffic Controllers Association, which represents over 20,000 controllers and engineers. “They have not been able to tell controllers what their responsibilities are going to be in the

NextGen environment.” Wright asked: “Are we going to be talking to the airplanes? Are we going to send text messages?”

Take ADS-B, which is now operating full-time at Louisville International airport, a UPS hub. The controllers have yet to receive any simulator training on ADSB, said Wright. Controllers are used to the target (aircraft) moving every four seconds across the radar screen, not every second as with ADS-B. FAA said that training on ADS-B is coming, according to Wright.

Training Partners Ten years ago the John D. Odegard School of Aerospace Sciences of the University of North Dakota was among the first schools to join FAA’s AT-CTI program. The arrangement has been mutually beneficial, particularly now that FAA is hiring thousands of new controllers.

“We have seen steady growth over the last ten years and that growth is expected to continue,” said Bruce Smith, dean of the John D. Odegard School of Aerospace Sciences. The most distinctive part of UND’s controller training is that the ATC major is linked to a degree in aerospace sciences. There is also a requirement that the student obtains private pilot instruction as part of the degree.

A few years ago UND had a record 350 students majoring in ATC and the school expects over 300 majors for 2010.

Anticipating the drive to replace the PATCO-era controllers, UND invested millions of dollars in simulators and other training devices. The university has two Adacel tower simulators; one has 225 degree field-of-view, one with 360 degrees. Both are fully integrated with the radar simulators.

In addition, UND has 32 standalone UFA-built ATC simulators, which are voice activated for voice recognition systems, or so-called “pseudo pilots” that converse with controllers.

Part of the investment was necessary to keep up with evolving technology in the NextGen environment. Part is an inducement for students to come to an area known for long, frigid winters, Smith joked.

Push Evolving technology and the need for thousands of new controllers are only CAT MAGAZINE • ISSUE 2/2010

13

ATC training

The Manager FAA realized a few years ago that it would require help in training the thousands of new controllers needed to replace retiring PATCO-era veterans.

To meet the challenge and avoid “brain drain”, FAA instituted the Air Traffic Controller Optimum Training Solution (ATCOTS). In September 2008, the agency awarded a 10-year, $437m performance-based contract to Raytheon to support the agency in the training of air traffic controllers.

Raytheon’s main goal was to train controllers better, faster and cheaper and to consolidate the initial training at the FAA Academy in Oklahoma City. Raytheon is responsible for helping FAA train controllers initially and throughout their career.

“When you look at the population of controllers for the next year, 75% are eligible for retirement,” said Robert Galligani, Raytheon program manager of ATCOTS. Now in its second year, Galligani listed a number of accomplishments during the first contract year. Raytheon transitioned the contract from two incumbent contractors into one and increased the number of supported sites from 159 to 318. These include the en route and numerous terminal facilities throughout the US. The program has trained 5,620 students. That number includes new hires, retraining of existing controllers and supervisors, as well as those controllers in the pipeline when Raytheon took on the job. The ATCOTS program included training for 3,000 developmental controllers in various stages of new hire training as opposed to a projected 2,000 for FY 2009, said Galligani.

Under Raytheon’s management the program also expanded to support the implementation of the En route Automation Modernization at the Air Route Traffic Control Centers. Raytheon is presently managing an ATCOTS workforce of more than 1,700. The ratio of students per instructor is around 7 to 1, said Galligani.

In addition, Raytheon managed the training of 1,188 certified professional controllers (CPC) in 2009, eclipsing FAA’s stated goal to Congress of 1,000 CPCs for the year.

Raytheon has also introduced new training tools and strategies to improve and expedite controller training. Raytheon even developed an IPhone application to train controllers. The application enhances controller skills in visual scanning, decision-making and recalling aircraft and terrain.

“Training transformation remains the largest opportunity for long-term improvements and performance,” Galligani said. “We are poised to support the FAA in meeting future training needs,” an estimated 4,875 new controllers between now and 2012.

US ATC Quick Facts There are over 20 air route traffic control centers in the US, each employing between 300 and 700 controllers, with more than 150 on duty during peak hours at the country’s busiest facilities.

Air route traffic control centers provide air traffic control to aircraft operating within controlled airspace, principally during the en route phase of flight.

Terminal radar approach control, or TRACON, handles aircraft 50 miles from the destination airport, and tower / terminal controllers handle it when it is on the ground and within the airport’s airspace.

Air traffic controllers also work at 17 in-flight service stations in Alaska as well as at FAA’s Air Traffic Control Systems Command Center in Herndon, VA. 14

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part of the story. “I think there is a real push for better educated controllers with various skills,” said Paul Drechsel, head of ATC training at UND. Those additional skills are necessary. “Controllers don’t want to hear this,” said Drechsel, “but ATC is going to be moving toward air traffic management. More demand is going to be put on the controller, who will manage systems.”

Adacel, arguably the largest supplier of ATC simulators and related training devices, has an indefinite delivery, indefinite quantity (IDIQ) open-ended contract with FAA, meaning FAA can acquire additional simulators as the need arises.

“The technology is here to allow you to do full qualification in simulators for controllers,” said Gary Pearson, Adacel vice president of advanced programs and product management. “The business case is there but for whatever reason FAA has not yet gone down that path.”

True. But successfully completing various simulator scenarios for controlling aircraft is part of the certification program for controllers, responded Trinka. Developmental controllers must show proficiency in controlling traffic on the simulator before they can progress to on-job training and final certification.

Pearson estimated that Adacel controls over 95% of the ATC simulator market in the US. The Italian aviation authority, ENAV, remains the largest international Adacel customer with 36 simulators. Other international customers include ATC authorities in Hungary, Austria, Czech Republic and Slovakia. At present, Adacel has over 230 ATC operating worldwide.

Adacel also sells entry-level ATC training devices to help familiarize student controllers before they get near the multimillion ATC and tower simulators. The company introduced a family of products, including laptop self-teach procedures and communications trainer.

“If you become proficient first in the communications side, it becomes an automatic response,” said Pearson. “You think about the decisions you need to make, not what to say.”

Adacel is also selling a radio environment software system to enhance pilot flight training, in which sounds and instructions from the tower to the pilot are supplied. The company has a marketing arrangement with CAE, which sells its product under the brand name “True Environment”. Adacel calls the technology “ATC in a Box”.

Opportunity Other training solutions providers see the business opportunity of training controllers. L-3 Link Simulation and Training, a systems integration division of L-3 Communications more associated with military training, is one such company. The year old L-3 Link Simulation and Training Academy, which is housed on the grounds of the North Texas Regional airport in Denison, Texas, trains controllers for eventual hire by FAA and contractoroperated air traffic control towers. The Academy offers controller instruction that is fully compliant with FAA standards.

“We saw an opportunity there and got into the business,” said David Williams, L-3 Link vice president for training services.

“Through the use of technology and simulation, we saw a way to get certified tower controllers to the FAA much quicker than some of the other programs FAA uses.”

Unlike FAA’s college-linked AT-CTI program, the L-3 Link Academy is a control tower operator (CTO) school providing basic ATC instruction. The Academy offers a 219-day curriculum,

covering everything from basic instruction in the air transportation system, tower and radar, as well as simulation, desktop learning and on-job training.

Since May 2008, L-3 has managed the tower at North Texas Regional airport, some 60 miles north of Dallas. In return for managing the non-federal contract tower, the airport municipality allows the Academy to train controllers at the airport.

The Academy operates four simulators; one is 360 degrees, there are two 240 degree sims and one radar simulator.

Currently the Academy holds three classes annually and graduates receive a certificate license upon graduation. Each graduate undergoes a control tower operator evaluation by FAA. Students who pass this evaluation and meet FAA hiring requirements become candidates for future control tower operator positions throughout the US. Hardware and software manufacturers too are benefiting from the need to hire additional controllers in the US and elsewhere. UFA Inc. is one beneficiary. In November 2009 NAV Canada, in a followon award, selected UFA’s ATCoach and ATVoice ATC radar simulation products for installation at nine airports to support

Above The L-3 Link Academy is a control tower operator (CTO) school providing basic ATC instruction.

Image credit: L-3 Link Simulation & Training.

the agency’s controller training program.

Nav Canada will deploy the products to all seven Canadian area control centers, the technical support center in Ottawa and its training center in Cornwall.

Pan American International Flight Academy (PAIFA), which has been training air traffic controllers since 1995, is another organization that will likely benefit from the need for new controllers.

“We provide the FAA with a demonstrated history of successful air traffic control training utilizing the most current

ICAO standards and recommended practices,” said Gary LaGuardia, director, ATC Business Development.

PAIFA’s ATC tower and radar simulators are used extensively for initial and recurrent training of controllers, as is the procedural simulator. PAIFA combines in-house technical engineering and systems integration with leading software providers such as Microsoft and Canadian Data Soft to produce high resolution / high definition simulation utilizing commercial off-the-shelf computer hardware and networking equipment.

The Miami-based Academy is a wellestablished provider of ATC training to over 15 foreign civil aviation and airports authorities. The training program includes ab initio, refresher training in area control, approach control, aerodrome (airfield) control and non-radar procedures in accordance with all ICAO standards.

Training of controllers is likely to remain a primary source of business for trainers and manufacturers for years to come. That need is likely to advance technology to meet the challenge. And that, or course, is good news for an industry, which has not had a lot to cheer about in recent years. cat

CAT MAGAZINE • ISSUE 2/2010

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Regional Airline training

Key Safety Initiatives Will Have Important Influence On Pilot Training The Regional Airline Association’s Flight Training Committee Panel will focus on human factors and captain leadership training at the 2010 RATS conference. Captain Scott Foose, Vice President RAA, Washington, D.C., gives an outline for this session at April’s meeting in Orlando.

T

his year’s Flight Training Committee’s breakout sessions at RATS will again feature timely presentations from industry leaders. In addition there will be an expanded Q&A segment.

In Breakout Session I, panelists will discuss the US regulatory landscape, human factors (HF), threat and error management, as well as leadership training. Following the briefings, Breakout Session II will give attendees an opportunity to have a dialog with the speakers; the two committee members will also be available on the dais for the Q&A. Both breakout sessions will mirror the format and spirit of our committee meetings. We typically open meetings with briefings from subject matter experts from airlines, regulators and experts from outside the airline industry. The format works well to keep up with trends, best practices and to develop industry consensus.

Of course, we have been closely involved in the heightened level of regu16

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latory activity over the last 12 months.

The FAA is expected to propose sciencebased changes to the scheduling rules even though they may not be published by the time we convene in Orlando. No doubt that the emergence of at least two significant rule changes, along with the more recent debate about airman certification requirements, will make for great dialog.

Along that subject line, we are delighted to have on dais a strong panel of experts from the airline industry, as well as the FAA and the scientific community. Similar to RAA’s committee, the panel comprises a cross-section of industry representatives. Regional airlines now account for 53% of commercial flights and have often been recognized for their ability to provide safe, professional and reliable service. Unfortunately what is not apparent outside of the industry is that one of the keys to our success has been our ability to work collaboratively with all stakeholders. Regulators and experts are a crucial part of our dialog. This foun-

Above Regional airlines now account for 53% of commercial flights.

Image credit: Bombardier.

dation and events like RATS are sure to become a platform for regional airlines to showcase their leadership.

There follows a brief overview of what the Committee will bring to RATS this year. RATS Breakout Session I will convene after the lunch break on the second day of WATS/RATS. This session will feature our formal presentations. Following the afternoon break, the panelists will return to Breakout Session II and give attendees the opportunity to engage the panelists and drill down further into these critical subjects.

Since the industry is so dynamic right now, we expect that there will be questions outside of the scope of the speakers. For that reason we have included two industry veterans from the Flight Training Committee. Captain Robin Wall

from SkyWest Airlines will join the panelists along with the moderator, Captain Greg Wooley from ExpressJet Airlines.

Regulatory Landscape The year 2009 will be remembered as one of the most significant years for the introduction of new, sweeping regulatory initiatives that are likely to reach every corner of the industry. I am very pleased John Duncan, Manager of the Air Transportation Division at the FAA, will participate. Last summer, I enjoyed working alongside John during nine consecutive weeks that the airline and pilot groups met to consider the weighty task of figuring out how to incorporate fatigue science into the rules for scheduling pilots.

Describing him as a key player in the current regulatory environment is an understatement; his office is responsible for writing the proposed and final rule for the agency. John Duncan’s insights into the rulemaking process and the conditions that have created such fertile grounds for the rulemaking activity underway are invaluable.

Last year, RAA and many other industry groups responded to the FAA’s proposed overhaul of the Part 121 training and qualification rules with a reported 5,000 pages of public comments. Largely due to the work of RAA’s regulatory guru, Dave Lotterer, and both our Flight Training and Inflight committees, we contributed over 80 pages of comments.

Although I have learned from experience that anticipating rulemaking in any form or fashion is a high risk - low success policy, we do anticipate the FAA will reissue this proposal, along with additional guidance including sweeping changes and proposed changes to how the airline industry schedules, certificates, supervises and selects pilots.

At RATS, John Duncan will detail the regulatory environment, which exists today. Along with providing insight into the factors that lead to such a landslide of rulemaking, he will detail the latest information in preparing public comments, which are so important to the regulatory process and to understanding the potential impact of final rules.

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Our success in addressing these more tangible safety issues make it appear as though the human in the cockpit is tied in some way to many serious incidents CAT MAGAZINE • ISSUE 2/2010

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Regional Airline training

and accidents. Although we have seen significant changes in this area in recent years, the apparent emergence of HF in aviation safety is to our advantage as part of our continuing effort to improve safety. There remain many opportunities, however, where meaningful improvements can be realized.

We are privileged to have Dr. Beth Lyall, President and Chief Scientist at Research Integrations, on the panel to present a primer on aviation HF. She has been a key member of a joint FAAIndustry working group that has been conducting extensive research into automation related accidents. Automation is clearly providing huge safety benefits, but still needs to be better understood.

This effort will give the training community critical insight into the underlying causes and, most importantly, a clearer picture of the role that training plays in reducing HF risks.

The discipline of aviation HF takes the strengths and limitations of humans into account when addressing design, operations, and training. To the layman it can mean anything from cockpit ergonomic design to barriers caused by individual psychological traits. Dr. Lyall’s

experience in this area makes her the perfect expert on this subject.

Before we can develop strategies to address HF issues, we must start with a foundation of a common language and understanding. Her presentation is intended to serve as a primer on aviation HF so that meaningful discussion can be conducted and solutions explored.

Leadership Training Possibly one of the most important subjects to join the list of top safety issues is leadership. We have heard a lot – and talked a lot – about cockpit distractions, and there still needs to be much more

Above How can the industry improve its cockpit leadership culture?

Image credit: Embraer.

discussion on this subject. What happens inside the cockpit once the door is closed and locked has a great deal to do with leadership. Our recent success at significantly reducing the number of runway incursions across the industry is telling us how important this issue is. We need to identity how we push cockpit distraction numbers even lower.

The NTSB’s database demonstrates very clearly that we have a history lit-

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tered with accidents attributed in part to a failure to exercise leadership. Poor leadership can lead to a breakdown in the understanding of duties, a loss of cockpit discipline, ineffective communication and less than optimum decisionmaking.

Our leadership speaker will be Captain Bob Tapaszi, Manager of Flight Training Programs at Compass Airlines.

Under the guidance of industry veteran Randy Hamilton, he has led efforts to provide industry leading training to its pilots. Tapaszi will present this topic and provide attendees with insight into Compass Airlines’ captain leadership training program, as well as his opinion on how the industry can improve its cockpit leadership culture.

Compass Airlines developed and implemented a captain leadership program called creating exceptional line leaders (CELL). The Compass program recognizes that different pilot backgrounds and cultures could create safety concerns but the training course sets a common standard and expectation for crew communication and leadership reducing the risk of safety problems and incidents. The presentation will describe

the development and implementation of the program along with a synopsis of each module taught.

At Compass, Tapaszi creates and tests the scripts used in all training devices by the airline for initial and recurrent pilot training. He joined the company in early 2006 and assisted in the creation and certification of Compass, in addition to its training and operations.

Tapaszi was one of the pilots involved in the FAA proving flights for the newly acquired Embraer 175.

The need for frank dialog about leadership in the cockpit was clearly elevated by the actions of the flight crew that preceded the unfortunate accident near Buffalo. Although such training, often called upgrade training, could have been found in virtually every air carrier’s training program before 2009, the cockpit voice recorder transcript has had a significant influence on the evolution of this type of training Leadership is a top industry issue for the training community. We will look back at this point in time to when the industry’s actions lead to significant focus and emphasis on the importance of leadership training programs. cat

About The Author Scott Foose is Vice President of the Regional Airline Association, a Washington, D.C.-based trade organization representing the interests of regional airlines in North America and their supplier companies before the Congress, DOT, FAA and other federal agencies. Founded in 1975, RAA also provides a wide array of technical and advocacy services to and on behalf of the regional airlines. The association’s member airlines transport 97% of total regional airline industry passengers.

Scott Foose has been the senior advisor for industry affairs at RAA for nine years. He has participated on many federal committees, and has been an active participant in several industry-government collaborative activities including the FAA’s Flight, Duty, Rest Advisory Rulemaking Committee and RTCA’s Air Traffic Management Steering and Advisory Committee. He also co-chairs several regional airline industry standing committees.

Before joining RAA, Scott was with Allegheny Airlines for 21 years as a line pilot and a labor representative. He held several senior management positions in the airline’s flight operations and corporate safety departments.

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PILOT training

Training For Very Light Jets – The Embraer Phenom 100 & 300 The level of innovation and technology used in very light jets at least match, and frequently surpass, that seen in some larger modern aircraft. Good examples, writes Chris Long, are the Embraer Phenom 100 and 300 aircraft.

W

ith a pedigree of over 40 years of manufacturing aircraft closely matched to customer demand, Embraer has stepped up to the mark in this market and embodied some innovative solutions to support the single pilot operation of this aircraft family. Not only has high-end technology been transferred to this class of aircraft and a fully-integrated avionics suite been installed, there is also some original thinking in evidence on how to better support single pilot operation.

From a pilot’s perspective the most obvious attractions of the cockpit are the 3x 12.4in Garmin LCD screens, configured in landscape layout and which guarantee no loss of information in reversionary mode. These give both full flight and navigation information, but also display system schematics when necessary.

Pilot workload is helped by using intelligent automation to reduce the number of switches; for instance the red beacon light is automatically turned on when the engine is switched on.

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A take-off configuration button automatically checks that the aircraft is correctly configured for take-off. Standby instrumentation is provided by the Electronic Standby Instrument (IESI), and this has the same symbols as used on the PFD, so there is no switching from the digital to the analogue world during emergencies. CAS warnings are displayed on the wider screens and use exactly the same symbology and phrasing as in the QRH. Aural warnings feature reduced use of tones and bells, and the prioritised warnings use clear and unambiguous voice messages (e.g. “Fire, Fire” for engine fire).

The Phenom 300 will also have the capability of both a synthetic vision capability and weather radar with a vertical scan function.

Training Although Embraer provided in-house training for its early aircraft it has, over the years, teamed with FlightSafety International to provide training for its commercial jets and Legacy 600 busi-

Above The cockpit has been designed to better support single pilot operation.

Image credit: Embraer.

ness jets. As Simon Newitt, director customer training at Embraer, explains, in the case of the Phenom range a new approach was taken, and a joint venture with CAE was created. This organisation is called Embraer CAE Training Services (ECTS) and will provide training for pilots and technicians for the Phenom fleet.

There are two centres for this: one in Dallas, where the first training suite was set up, closely followed by the second at Burgess Hill, UK, the site of a major CAE training base. Both have a Phenom 100 Level D FFS of the latest CAE 5000 series. A second one will shortly be commissioned in Dallas. It is planned to give these dual Phenom 100/300 capability.

From the start both the aircraft design and the training package design ran in parallel, and again technology and

philosophies from larger aircraft were adapted and innovation employed. The Phenom 100 and 300 are distinctly different aircraft, but they share common design philosophy and operational methods, so the training system structure is common to both.

Variation This new approach recognised that the pilot group, which would be involved with Phenom operation, differs from the pilots who train on other Embraer aircraft, who would all have professional licences. A minor variation between the regulatory authorities is that EASA regulation requires that a pilot must have an instrument rating before the start of the course. This new population group includes some 10-15% who are owner operators, who may not have a professional pilot qualification, and who could have a greater range of experience and knowledge than previous trainees. In reality this only really has an influence at the start of the course, as the end qualification is, of course, the same for all pilots.

Throughout the entire training process a learning management system (LMS) tracks individuals’ progress in

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order to help instructors guide the pilot to a satisfactory result. Gates are established at critical points to ensure that the pilots’ competencies are in place before s/he progresses to the next phase.

Any pilot about to undertake Phenom training will firstly complete an online assessment process, which is largely a way of establishing current qualifications and previous experience. This helps the training team to shape the areas of emphasis during training.

The pilot will then complete a programme of web based training (WBT) to provide basic knowledge; this needs to be completed within 60 days of the fulltime course. An online test completes this phase. The notional duration of this WBT is 23 contact hours, and completion times typically fall into the 15-28 hour range.

Once at the ECTS centre a further short test is completed to confirm the readiness of the pilot to enter the course.

Strengths and weaknesses will be noted and, where necessary, additional help provided. The course lasts for 14 working days, with six days of ground school carried out in classrooms fitted with full screen displays.

Using the CAE “Simfinity” product there is continuity of vocabulary, symbology, schematics and images throughout all the training tools and aircraft, and the instructor-led phase is heavily interactive. The aim is to further reinforce the knowledge introduced in WBT through an end-of-day assessment carried out online. Once the theoretical part of the course is completed there are a total of eight FFS exercises, the last one of which is the skill test. Normal currency requirements appropriate to the licence held can be carried out at ECTS bases.

Progress A course arranged by an airline tends to be fairly standard because of a notional common level of entry standard of the pilots. Differing backgrounds of pilots coming to the VLJ market means that a training course has to be more adaptive to lead pilots to the required common standard, and ECTS believes that it is achieving this. So far some 250 pilots have completed the course, and about 100 technicians have graduated. ECTS will track sales of the Phenom fleet, and plans to increase the number of training delivery points if demand is sufficient. cat

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CABIN CREW training

What Price Cabin Crew Security?

Flight 253 Shows Need For Better Training Even though Umar Farouk Abdulmutallab failed to properly ignite the plastic explosives sown into his underwear while aboard Northwest Flight 253 on Christmas Day 2009, his actions did set off an outburst of airline and governmental security activity that presumably will lead to safer skies. Chuck Weirauch reports.

U

nfortunately one of the lessons learned after 9/11, the need for mandatory cabin crew security training, has yet to be implemented. Putting such a mandate into effect was one of the recommendations made by the Association of Flight Attendants (AFA) immediately after 9/11, and the organization has again called for such action in the aftermath of Flight 253 this past December.

Although the US Congress took action to pass legislation for mandatory cabin crew security training in the days following 9/11, the Bush Administration opted to change that rule to allow airlines to make such training optional.

“It is amazing that 10 years after 9/11, we are still talking about many of the same issues that we had back then,” said Jeanne Elliott. She is the Northwest Airlines AFA Master Executive Council (MEC) Chair for Air Safety, Health and Security. Elliott is to make her presen22

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tation, “The New Reality-Security in an Unsettled World” as part of the 2010 World Aviation Training Conference and Tradeshow (WATS) Cabin Crew Conference, which for the first time is to be held in conjunction with the Southern California Safety Institute (SCSI).

“Since the aftermath of 9/11, we have been pressing for mandatory enhanced crew member security training, which was promised to flight attendants,” Elliott said. “Congressional changes changed ‘must’ to ‘should’. What we have now are just standard, somewhat enhanced recurrent training courses, but not to the extent that is afforded by the voluntary crew member security and self-defense training course that is sponsored by the Transportation Security Administration (TSA). That courseware is the type of training that we have been advocating since the aftermath of 9/11. The first persons to perish in 9/11 were flight attendants, and irrespective

Above The flight attendant is the last line of defense to deter or diffuse any threat.

Image credit: Lufthansa.

of reinforced flight deck doors, we still remain the last line of defense to manage, deter or diffuse any threat or disruption in the passenger cabin.”

Mandatory counterterrorism training, as well as standardized and enforced limits on carry-on baggage, regulations and restrictions on wireless devices and provisions for wireless communication systems, all of which are called for by the AFA recommendations, would allow flight attendants to attend to onboard safety and security responsibilities with greater confidence and without needless distraction, according to Elliott.

Flight attendants must, of necessity, be equipped with the essential tools and relieved of unnecessary hindrances,

ensuring the safety and security of passengers and crew alike, she said.

The recommended AFA Basic and Recurrent Flight Attendant Counterterrorism Training Course curriculum calls for a mix of classroom, hands-on and live exercises. The classroom segment includes such skill topics as cognitive recognition of terrorism activities, stress inoculation and awareness level behavioral detection training on terrorist physical, tactical and weapons cues.

The hands-on segment would feature multiple two-hour sessions over several weeks to develop teamwork knowledge and skills to prevent acts of terrorism, self-defense techniques and procedures outlined in the TSA Common Strategy Guide. Recurrent training would be held semi-annually to include hands-on and situational exercises.

Another AFA recommendation calls for discrete, secure, hands-free wireless communications devices for flight attendants to allow them to communicate with flight deck personnel in case of an emergency. The other two recommendations call for stronger carry-on bag limitation and additional restrictions for passenger communication systems.

Ins_AXIS_124x178_0808 11.08.2008

Such mandatory air crew training has become essential, since history has shown that nearly all terrorist attacks or incursions have been thwarted onboard aircraft, aviation security expert Phillip Baum said. Even though aviation security is based on a layered approach, one would be hard-put to cite incidents where terrorist threats were stopped before passengers boarded the aircraft, according to Baum. He is president of aviation security firm Green Light, Ltd. and is editor of Aviation Security International magazine.

Baum 15:23 Uhr Seite 1 will also will

Above The Airline Passenger Restraint Device, built by Gillen Industries.

Image credit: Gillen Industries.

be presenting in the WATS Cabin Crew conference on “Christmas Day 2009: Implications for Aircrew”.

Over-reliance Baum believes that there is too much reliance on technology, such as the advanced body scanners now being

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CABIN CREW training

installed at airports around the world, to identify security threats prior to passenger boarding. Since it is unlikely that terrorists will employ the same tactics in future attempts to attack an airliner, and airport security equipment operators are mostly underpaid and all too human, it is unrealistic to assume that all threats can be eliminated at the gate. The emphasis on such equipment, billions of dollars of it and of questionable value, is just another example of the aviation industry reacting to an event instead of being proactive, Baum said.

“The reality is that we need to do a total rethink of what we are trying to do when it comes to aviation security,” Baum said. “We need to take a risk management approach to immigration, border security and customs controls, and yet aviation security has always been the poor relation in terms of the staff we deploy who are usually paid significantly less and [are] not even government employees, if you take the global view of it. They control who gets on an airplane, whereas we have a very slick, risk-based approach as to how we screen people when they get off airplanes. Customs people find passengers doing things wrong every single day after they have [exited] an aircraft, and they don’t even screen people the same way or screen everybody. And yet the short-term potential of a failure in aviation security could be a catastrophic incident or a potential war threat.”

In part because of the current disparities in aviation security, aircrew members should play an increasingly important role in preventing attacks against civil aviation, Baum said. That’s because they have the most contact with passengers and have more opportunity to recognize unusual behavior among passengers than any other aviation personnel, he stated.

“So often, it’s only the aircrew that really get that eyeball-to-eyeball contact with passengers, and they are excellent profilers to identify things that seem out of place,” Baum said. “Therefore, we have to start to train them to be able to identify potential threats against civil aviation as passengers are getting onboard. But the amount of training we give them in how to carry out passenger evaluation and, more importantly, how to deal with their concerns, is woefully inadequate.”

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In spite of the increased need, now security training has become less and less of a priority for airlines, according to AFA United Airlines spokesperson and flight attendant Sara Nelson.

“Regardless of what they say, they [the airlines] are not following our recommendations,” Nelson pointed out.

“In some cases this year, security training has been refreshed, as in the case of United Airlines, when normally the safety program that we go through each year is redone to make sure that we are covering different topics based on experiences from the previous year in the industry, like the events of Northwest Flight 253. This is a prime example of when it would be important for the airlines to incorporate new information and new events into the training for flight attendants, and we are not seeing that happen.”

Towards a solution Since airlines are not stepping up to provide standardized, comprehensive security training for all flight attendants across the US that includes some aggressive self-defense training, it will require the US Congress to pass legislation for such a mandatory program, Elliott said. Although the AFA applauds the tougher screening rules called for

by President Obama, the organization recognizes that in order to ensure aviation safety, multiple levels of precaution must be implemented. The current voluntary TSA Crew Member Self-Defense Training program does not form a comprehensive national security strategy

Above New technology is being installed at airports around the world to identify security threats.

Image credit: TF Green Airport.

for the nation’s aviation system, Elliott explained.

Another problem with the optional TSA program, although it is comprehensive, is that flight attendants must take it on in their own time and expense, Nelson pointed out. These crewmembers simply don’t have the resources to do this, she added.

“If the government is really serious about containing these security threats, they should be taking very seriously the training for the last line of defense, and that is the flight attendants. We always say that we are the first to die and the last to be trained,” she emphasized.

Baum feels that governments should be mandating enhanced cabin crew training through the International Civil Aviation Organization (ICAO), which should establish minimum security training requirements that should be audited to create a level playing field.

“When you compare it to other types of training for aircrews, such as for a low-probability incident such as ditching, for example, the lack of such security training doesn’t add up,” Baum said. ‘‘This is the first step. Why don’t we do the same for security, establishing three or four days of mandatory security training? Government has to take the lead in this effort.” cat

Civil Simulation and Training news Issue no.22 Spring 2010

Weather ahead – be ready with CAE Tropos-6000 Everyone talks about the weather. Especially pilots. Especially about bad weather. Storms, fog, snow and ice. Anything that potentially affects passenger comfort and schedules, and poses a flight handling challenge.

More than 180 always up-to-date airport databases with one click A new terminal in Hong Kong? A runway extension in Atlanta? How can you keep up with the changes to all the airports you serve … within the timeframes required by FAA Part 60?

CAE visual system engineers have been generating inclement weather for simulator training for many years, and the latest enhancements to the CAE Tropos-6000 image generator represent some of the most realistic weather training challenges yet.

“CAE’s True Airport visual database service can manage the updates for you automatically,” says Bruno Cacciola, Director, Visualization and Database Technologies.

“You can download updates with the click of a button through our web portal.”

New three-dimensional broken and scattered clouds, for example. Multiple storm fronts with rain effects. Enhanced fog models. Physics-based sky simulation. Year-round imagery… from the greenery of summer to the white blankets of winter. Snow and other contaminants blowing across runways. The waves and whitecaps of 3D oceans and lakes, plus more natural real-world shorelines. All in a new world model with 15-metre resolution satellite imagery.

CAE True Airport now features more than 180 databases for CAE Tropos-6000, over 100 for CAE Tropos II and IIe (R300), and 50 for the legacy CAE Maxvue visual system.

Database service customers have unlimited, instant access to all airport databases.

The enhanced visual detail continues right up to the terminal. CAE is developing a new airport clutter editor to populate taxi and gate areas. Taxiway signs are better defined and 3D moving traffic on the roadways around the airport is improved, including emissive headlights at night.

For a nominal fee, CAE guarantees that databases are maintained to the latest Jeppesen or Aeronautical Information Publication (AIP) data and are quality audited

by CAE test pilots to ensure they meet the highest standards and Level D compliance.

As the civil aviation industry shifts to second-generation liquid crystal on silicon (LCoS) projectors, CAE’s auto-calibration system boosts performance and greatly simplifies lifecycle maintenance.

“Our customers’ focus today is on providing more realism in the areas that matter most to training, and that’s scene content and quality. That’s where we have been concentrating our efforts for the CAE Tropos-6000,” says Phil Perey, Technology Director, CAE.

“All airports” pricing for the CAE True Airport database service is very simple – one annual fee for the type or combination of image generators you wish to cover plus a subscription fee per simulator.

CAE Tropos-6000 is a true 100 percent commercial off-the-shelf (COTS) hardware solution.

The CAE True Airport web portal shows each customer the latest version of each airport they have installed, new versions available or in work, certifications, and other essential information.

1

The conversation you can have only with CAE “CAE is the only company with the end-to-end, integrated capability and proven credibility to address all of the training needs of today’s civil aviation operators with a single point of contact.”

-

As the civil aviation industry has evolved over the past several decades, CAE has also continuously evolved to help keep our customers one step ahead in a dynamic market.

When training operators told us they wanted an alternative visual system supplier, for example, CAE created the breakthrough Maxvue image generator. And we have continued to invest in research to add customer-requested enhancements to the current generation bestin-class IG, the CAE Tropos-6000. When airlines and business aircraft owners wanted access to state-of-the-art training close to home, CAE established a global network of training centres. We pioneered the concept of integrated training device suites based on full-fidelity simulation software and developed the most comprehensive portfolio of cost-effective solutions … from e-Learning and CAE Simfinity desktop and procedures trainers to the highest-fidelity new generation full-flight simulators. A couple of years ago, again in response to airline needs, we launched the CAE Global Academy to deliver ab initio training and pilot provisioning with standardized best practices worldwide. We also acquired the world leader in flight data analysis, CAE Flightscape, and are developing the leading-edge concept of evidence-based training.

Today, CAE is the only company with the end-to-end, integrated capability and proven credibility to address all of the training needs of today’s civil aviation operators with a single point of contact. And we are the only simulation and training solutions company which serves every segment of aviation worldwide: entry level, commercial, business aircraft, helicopter, and military.

If you manage a new airline, or you’re implementing a new fleet, you may be interested in developing your own training centre. CAE can support you from concept to operations. We have considerable experience in designing training facilities infrastructure for maximum utilization and training effectiveness. Our training solutions instructional experts can assist in developing a curriculum tailored to your operating procedures. To enable your training program, you can choose highfidelity training equipment from the broadest portfolio available – and be confident it represents the latest simulation technologies and will be delivered on schedule. (We have sources to help you finance the equipment, too.) When you are ready to commence training operations, CAE can help you manage your facility, maintain your equipment, and upgrade training systems as your aircraft fleet grows.

We’ll also help you navigate regulatory approvals – CAE has worked

2

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

with more National Aviation Authorities around the world than anyone else in the training industry.

Need to pre-qualify candidates? The CAE Aircrew Selection System offers a unique capability for identifying the appropriate skills and aptitude for prospective pilots.

Need more capacity than your training facility can accommodate? Send some of your crews to a CAE training centre nearby. We probably have a simulator and training program for your aircraft type and model.

Have more simulator capacity than you need? CAE can help you market the spare time.

Whether your requirement is a turnkey training solution, a full-flight simulator, a procedures trainer, or self-paced e-Learning, CAE offers the most extensive capabilities for producing pilots, technicians, and cabin crews to your highest safety and efficiency standards.

Other companies may offer you pieces of the training puzzle. CAE is the only partner who can deliver a total simulation and training solution.

We have created more aviation training products and services, and trained more crews, than any other organization. Simulation and modelling is the pure focus of our business.

As your training needs change in the coming years and decades, CAE will be alongside your team to deliver world-class support, technology insertion, and relocations if necessary. (We have been there for our customers for more than 60 years.)

Our customers around the world want a simulation and training company they can trust to consistently deliver best-practices quality, year in and year out, in good times and lean times. A company that actively listens, understands and appreciates their unique requirements, and has the portfolio flexibility and financial soundness to tailor creative solutions.

Whatever your simulation and training needs … startup or established operator, cadet or senior captain … you can leverage the strength of CAE’s leadership and the breadth of our expertise.

Let’s have a conversation.

Jeff

Training delivered where you live CAE’s training centres in 20 countries around the world and our expanding online e-Learning courses enable pilots, technicians and cabin crew to train more efficiently while staying close to home.

In addition to 23 CAE-owned or joint venture civil training centres (and about 150 simulators) in Asia, Europe, the Middle East, North America and South America, the CAE Global Academy offers 10 locations for ab initio cadet training and airline pilot provisioning. CAE’s four business aviation-focused training centres in Dallas, New York, London, and Dubai have added eight new full-flight simulators in the past year, and another eight are scheduled to come on line soon (including four civil helicopter types).

CAE’s e-Learning team is regularly adding new web-based and computer-based training courses that allow crew members to train at their own pace, as well as reduce the time needed at ground school.

It’s true …

• Financing for flight simulation equipment is available through a partnership of CAE, the Solidarity Fund QFL, and SGF. • The CAE Toronto training centre recently expanded and now includes nine simulator bays for Air Canada’s Ontario simulator fleet and the original four bays for CAE simulators.

• The potential for evidence-based training scenarios using objective flight data is being evaluated by CAE Flightscape and the U.S. Department of Defense using a CAE full-flight simulator for the Boeing 737.

CAE launches MPL beta using new performance-based requirements

CAE 3000 Series: affordable helicopter mission simulators

A dozen cadets aspiring to become AirAsia A320 pilots have started the journey to their dream in New Brunswick, Canada.

The first cohort of students began Phase 1 training at the Moncton Flight College, a member of the CAE Global Academy, in March. At the conclusion of the 56-week beta program (which will include training at CAE centres in Dallas and Toronto), successful student cadets are expected to receive a Multi-crew Pilot License (MPL) from Transport Canada and authority from the Department of Civil Aviation Malaysia (DCAM), and will enter AirAsia’s initial operating experience (IOE) program for Airbus A320 First Officers.

CAE has unveiled a family of new, affordable helicopter mission simulators for the previously underserved civil helicopter market.

The first CAE 3000 Series simulator will be available for training by the summer of 2010. This new CAE simulation capability offers unprecedented realism for helicopter-specific mission training, including offshore, emergency medical services, law enforcement, long line, high-altitude, corporate, and other operations.

The CAE 3000 Series features CAE’s industry-leading three-degree-of-freedom vibration platform, as well as a CAE Tropos-6000 visual system with direct projection dome, high-definition commercial off-the-shelf projectors, and up to a 220-degree horizontal by 80-degree vertical field of view display system with chin window coverage. CAE is the first to incorporate artificially intelligent human form and moving vehicle dynamic simulation for civil helicopter training tasks and mission scenarios.

3

R e f r e s h ,

R e f u r b i s h ,

R e - U s e

Simulators are the longevity leaders Few modern technologies are expected to serve the long lifecycle of a flight simulator. It is not uncommon for a simulator to last 20, even 30 years.

“When one airline disposes of a fleet of aircraft, there is usually someone ready to put those aircraft in service again,” notes Ryan Antoniadis, director of the Customer Services and Updates group at CAE. “If an aircraft type is still flown, chances are good there is still a simulator available somewhere in the world to support pilot training.”

To keep the fleet of simulators operating at peak performance, many of them in demand seven days a week, CAE leverages its continuous innovation to provide a variety of post-delivery services.

a simple TCAS (terrain collision avoidance system) Rev 6 to Rev 7 software modification to an “extreme makeover” in which the simulator is converted to a new aircraft type or configuration with only the cockpit shell and instruments remaining from the original. CAE’s more frequent updates include: installation of electronic flight bags (EFB), head-up displays (HUD), new flight management systems (FMS), analog-to-LCD instrument changeouts, and adding a second engine option to broaden customer appeal. Antoniadis says Airbus standard block updates are popular as well. Of course, visual system upgrades – whether replacing CRTs with new liquid crystal on silicon (LCoS) projectors or installing a new CAE Tropos-6000 image generator – are also frequent update service programs.

Technology insertion and updates are the most common customer request – anything from

In addition to CAE-manufactured FFSs, CAE’s update services team has upgraded

CAE is the world leader in building full-flight simulators with more than 1,000 currently fielded.

CAE Simfinity e-Learning

CAE Simfinity Integrated Procedures Trainers

C A E ’ S

CAE Simfinity Flight Training Devices

CAE 3000 Series Flight Training Devices

CAE 3000 Series Full-Flight Simulators

C O M P R E H E N S I V E

T A I L O R E D

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Singer Link-Miles, Rediffusion, and other legacy hardware. Atlas Air, for example, saved about $2 million by having CAE transform a 1980s-vintage Boeing 747 FFS originally built

by Singer.

If you need to reposition a simulator (or nine, as CAE is doing for China Airlines) to a more strategic location, the CAE team can dismantle, relocate, reinstall, and re-qualify the device.

“There’s no ‘boneyard’ for flight simulators,” adds Antoniadis. “We just keep extending their service life for as long as someone needs them.”

If you have a tired simulator in need of a refresh, send a note to update.services@ cae.com.

CAE 5000 Series Full-Flight Simulators

O F

CAE 7000 Series Full-Flight Simulators

S O L U T I O N S

R E Q U I R E M E N T S

Chris Stellwag, Rick Adams, Heather Dane, Editors Jimmy Tigani, Graphic Design Reader feedback welcome: flightnews@cae.com

4 St-Laurent, Quebec, Canada H4T 1G6 • cae.com • Civil Simulation and Training News is a publication of CAE. © 2010 CAE All rights reserved. NC1022 CAE,

TRAINING tECHNOLOGY

Bridging The Gap In E-Learning When Things Go Wrong Do you run a corporate-wide learning management system (LMS) connecting your technomads (flight crews) as well as your office employees? If you do but you are less than confident with your system or your vendor, this article by Herbert Schwarz, chairman of AICC, may provide some words of comfort.

D

o you use elearning or CBT in your airline? Is simulation interoperability as common to you as using your smartphone?

Are generation conflict and software update problems words that don’t bother you? Are you completely satisfied with your systems? Do you know that AICC and SCORM are more than merely a tick mark on an elearning purchasing form?

If you can NOT answer “yes“ to all the questions above then read on to learn more about the AICC and how it can help you.

Elearning does not only depend on innovative technology but more so on the audience and the context. In order to keep a person learning you must keep them engaged, therefore learning needs to be made and kept interesting. Neuroscience tells us that interest is created in our brain if it is exposed to something new. Dealing with the new situation is then stored as (learning) experience. This is most probably why we pilots prefer to have our experience in the safe environ-

ment of a simulator or learn from others who have already had the experience.

Eleanor Roosevelt said: ”Learn from the mistakes of others. You can’t live long enough to make them all yourself.” In my opinion this expression describes learning in the aviation industry perfectly and hits the nail right on the head.

Not only is simulator time, where we can safely learn from our mistakes, limited, but so is time with our peers, who we can learn from through sharing our experiences. Therefore the slogan “the best knowledge management system is a well placed coffee machine”, unfortunately does not apply to aircrews, who must rank as one of the most mobile and dispersed workforces on earth. This is why we need alternative mechanisms that can increase our knowledge, allow us to share our experience and so learn from others. AICC is one of these.

The AICC The AICC has been around since before the term e-learning was invented. We

have created and developed standards so that different devices could, and still do, communicate the right information.

We at the AICC have been there when vendors were acquired and when products were discontinued, leaving users out in the cold. AICC intervened and bridged the gap between its members and the vendor.

The AICC has a long history of bridging the gap between the aviation industry and the world of learning technologies. AICC provides an open forum for both vendors and airlines to share industry problems as well as best practices for solving these problems in a cost-effective way. I personally have benefited from the support of the AICC in various ways, but especially through the fact of being able to contact the right person in an uncomplicated and direct manner through the network.

Simply put, the AICC acts like a team of professionals with different expertise and competences. The range of expertise available complements the CAT MAGAZINE • ISSUE 2/2010

25

TRAINING tECHNOLOGY

whole. Expertise that ranges from airframe manufacturers like Airbus, Boeing and Embraer, to learning technology vendors from Adobe to Outstart and Pelesys, to airlines from Austrian, Finnair and Emirates to US Airways.

Since the beginnings of AICC, other organizations have produced learning standards that have either been variations of the work done at AICC or have been intended to replace what the AICC has done. To date, those standards have gained adoption through government mandates or other means but have never gained the type of open adoption AICC has achieved by dint of being a highly functional and relevant technology.

Creating content The creation of contextual electronic learning modules is a challenge in times of ubiquitous computing between smartphones and virtual environments. It is easy nowadays for an ambitious learner to satisfy their thirst for knowledge with the help of the tools that are available through the internet and desktop simulations (where the accuracy of the landscape sometimes exceeds the visuals of a certified flight simulator), than for

Above New technology is playing an important role in delivering content.

Image credit: Apple/Laminar Research.

an operator to ensure compliance with training programmes and, more specifically, to ensure that material has been understood when the student rarely walks through the gates of the training center.

In fact, if the operator “pushes” his training through boring conventional training methodologies he might just as

Civil Full Flight Simulator Census

y’s n a p om c r u e? o t a d Is y o p-t u y r t en Make sure your details are current for this year’s Annual Training Sourcebook (CAT 4/2010). For further information please email simulator@halldale.com

www.halldale.com/cat 26

CAT MAGAZINE • ISSUE 2/2010

well initiate wrong training when the “computer native” student pilot gets his knowledge from the above-mentioned advanced and readily available, but uncertified, technology.

When it comes to content creation, as opposed to buying off-the-shelf courseware, there is still a wide spectrum of strategies.

Powerpoint ranks as the most popular authoring tool used and if it is used properly can produce good elearning. One good example of this which many of us have seen is in the Airbus CBT course-

ware. Nonetheless, simply using PowerPoint, pdf, word or html to produce quick electronic content for information dissemination may initially be welcome as it is readily available and quick to launch. But more often than not this lacks context, interactivity, instructional design and graphic design. Improvements in graphic design are easy to achieve and are value added immediately and at low cost.

So why not join us at a workshop from one of our members in the future?

Or join our Airbus LMS Workshop, this time at WATS or, if you haven’t got an LMS yet the presentation “Making the LMS case” on the last day of WATS.

Tracking the learner Knowing exactly how to choose the right LMS in a range from open source to brand names adds to the challenge for the training director on top of the already mentioned tasks of utilizing e-learning in an airline and, having chosen an LMS, having to find continuous support in times of mergers and acquisitions.

Brand names, once thought of as being unassailable, have been acquired and product lines have been discontinued, often leaving the individual train-

ing manager with the task of finding a new strategy. The internal IT department might not have the resources or expertise to solve the resulting problems.

Tracking compliance on mobile devices such as smartphones is the next challenge as content development tools and e-learning standards have not caught up yet. And these data are just as difficult to track as a PowerPoint presentation.

Solution The list of “e-” challenges we face in the training department is endless and in the end most of us are flight instructors with computer knowledge, not the other way around. Why not, therefore, mix with people facing the same challenges and who maybe have some of the solution?

At AICC you don’t meet the sales manager, you meet the person who actually designs, develops and writes the CBT or elearning and although we often congregate virtually, in the future we will congregate where you are, for example at WATS. Therefore for all of you who don’t play golf, please come and join us on the free Airbus LMS workshop on Monday, 26 April immediately before WATS. Air-

Equipe Simulation

bus and Airbus operators will discuss the learning management system and issues that might have been unanswered from your side.

This workshop is free for all WATS pass holders and so are, of course, our presentations about the discontinuation of Authorware and the resulting problems, issues on the acquisition and usage of Electronic Flight Bag, mobile learning standards as well as the experience of an airline in using second life in English aviation training.

On the last day of WATS the AICC will hold two presentations, one on “ROI in Training – Finding the Right Approach and Strategies for Making the LMS Case in Today’s Cost-Cutting Climate”, and one on “The Flying Classroom – Mobile Learning for the Mobile Workforce”.

For additional information check our webpage www.aicc.org but please be patient for we are currently redesigning our webpage.

I will also be more than happy to answer your inquiries personally if you send me an email to chairman@aicc.org.

I look forward to soon welcoming you into the AICC community and seeing you at WATS in Orlando. cat

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MAINTENANCE training

To Sleep, Perchance To Rest –

Combating Maintenance Fatigue With Training Most of us deprive ourselves of sleep at one time or other. But going without adequate rest can prove dangerous. The FAA’s Katrina Avers, Bill Johnson and Erica Hauck discuss current moves to eradicate the threat of fatigue in the maintenance sector.

T

he challenge of fatigue in the maintenance workplace is succinctly exemplified by a mechanic’s response in a recent FAA survey: “I have been a lead mechanic for over 25 years for the airlines. Have I ever worked tired… or seen others work tired when they shouldn’t have? Yes. Do other mechanics, leads and management know about it? Yes. Have mistakes been made due to fatigue? Yes. When errors are made we catch them and repair them and press on with the job…”.

This candid statement shows not only the prevalence of fatigue in the maintenance sector but also the prevailing attitude toward fatigue: deal with it.

An FAA study showed that mechanics routinely work 50+ hours per week and get an unacceptable average of five hours’ sleep each night (Johnson, et al 2001). Fatigue, that feeling of tiredness, exhaustion, or lack of energy, seems to be a fact of life for many maintenance technicians.

The government and the industry 28

CAT MAGAZINE • ISSUE 2/2010

have not implemented sufficient safeguards to address the challenges associated with worker fatigue. In addition, workers have not demonstrated the knowledge or the will to manage fatigue in their lives. The growing number of maintenance fatigue-related reports appearing in the NASA Aviation Safety Reporting System indicates that fatigue is a safety challenge.

A 2007 study showed that nearly 85% of the international aviation maintenance industry saw fatigue as a safety issue (Johnson et al). The National Transportation Safety Board (NTSB) has not lost sight of the fatigue challenge to safety.

It has repeatedly listed the reduction of fatigue-related dangers in aviation on the “Top Ten Most Wanted” list for over 20 years.

FAA, EASA and other national aviation authorities are taking notice and addressing fatigue. The FAA is currently working with representatives from the scientific community, maintenance repair organizations, company manage-

Above Figure 1 - The 2010 Fatigue Pocket Calendar Image credit: FAA.

ment, and labor unions to identify scientifically based, practical fatigue solutions.

However, the industry cannot wait for regulation to combat fatigue. Training is the only viable immediate countermeasure for fatigue.

Incompatible Training is the usual solution for poor system design, overly complex procedures, and even for addressing work schedules incompatible with human capability. Training adapts humans to the idiosyncrasies of machines and the airline’s 24/7 work environment. However, adapting humans to work safely while fatigued is an oxymoron. Fatigue and safety are incompatible. Thus training must expose the facts about fatigue and also alter worker attitude about the

topic. The standard rule applies: training must change the behavior.

Four key steps are offered below: motivate the learner; help the learner diagnose their challenges; empower the learner with knowledge to overcome challenges; and reinforce the learning.

• Step 1 - Motivation: What’s in it for me?

Robert Mager, the notable training guru, subtitled a training design book, “... You Really Oughta Wanna”. The premise was that the learner must be motivated to learn. Workers must be motivated and convinced that proper rest can improve every aspect of their personal and work life.

A 2009 book, “The Blue Zones”, looks at the secrets to long life. It suggests that proper rest contributes to lower stress and longer life. That’s motivation.

Training must prepare workers to manage fatigue in their lives and at work.

The training can improve both health and safety. In other industries, training has demonstrated a number of benefits including improved quality of life, increased average sleep times, and fewer physical complaints. Organizations also benefit with reduced absenteeism and turnover [of personnel], fewer fatigue and morale problems, and fewer accidents and injuries (Hauck, 2010).

Clearly fatigue awareness training is an effective strategy for making positive changes for both individual workers and the organization as a whole.

To keep it simple, compare fatigue to

How long were you awake prior to the mishap?

Hours

Minutes

How long was your last ‘major’ sleep period (more than 2 hrs) prior to the work task mishap?

How much additional sleep did you obtain through nap(s) since your last ‘major’ sleep period?

How much did you sleep in the 24 hrs prior to the work task mishap?

How much did you sleep in the 72 hrs prior to the work task mishap?

How many hrs did you work in the five days prior to the work task mishap? other impaired behavior. Daniel Cohen, a neurologist at Harvard Medical School, warns that continuous wakefulness for 24 hours results in performance comparable to an individual who is legally intoxicated. In fact, sleeping six hours or less per night for two weeks results in performance that is similar to continuous wakefulness for 24 hours. If workers could remember this comparison it would motivate them to reduce fatiguerelated fitness for duty issues.

• Step 2 - Diagnosis: Is fatigue an issue for me?

There is no universally accepted simple test, like an alcohol breathalyzer, to assess fatigue. Therefore training must help diagnose the challenge to proper rest.

Above Figure 2 - Example questions to identify fatigue issues.

Image credit: FAA.

Sleep science has proven that humans need about eight hours’ sleep a day. Most people overestimate their sleep. The FAA provides a sleep diary in its 2010 Pocket Calendar that is part of the maintenance fatigue survival kit shown in Figure 1. The diary helps workers record their sleep for two weeks.

Most find that they are not getting enough sleep.

Another way to determine if fatigue is an issue is to use a supplemental form developed to determine if fatigue was

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MAINTENANCE training

a contributing factor to a maintenance event (see mxfatigue.com). Figure 2 shows the kind of questions asked in the form that can assess the potential impact of fatigue. This year, FAA is developing an online scheduling tool that companies can use to determine if fatigue is an issue. Companies can use this tool to assess fatigue risk in their organizations.

The Maintenance Fatigue Survival Kit also provides checklists to help workers know when there is a risk of fatigue and also the demonstrated behavioral loss that is likely to occur.

• Step 3 - Empowerment: How can I avoid and manage fatigue?

Once the worker is motivated (Step 1) to learn about fatigue and has determined (Step 2) they are at risk for fatigue, then they are ready to absorb other fatigue information. Such training must cover topics like: observable and perceived indications of fatigue, how to avoid fatigue, approaches to deal with fatigue and work, communicating fatigue issues with others, proper sleep habits, caffeine and alcohol issues related to fatigue, how to develop proper sleep habits, shift work and other circadian issues, and more.

The FAA offers fatigue training support with a variety of media available at www.mxfatigue.com. Examples include the videos and PowerPoint presentations on the Maintenance Human Factors Presentation System (see CAT Magazine, 2008/1, pp18-19). A new FAA 20 minute

Above Figure 3 - Posters to reinforce fatigue awareness.

Image credit: FAA.

fatigue video as well as fatigue awareness training module will be available in

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June 2010, check the website (mxfatigue. com). There is no shortage of excellent fatigue training material. Transport Canada and the National Sleep Foundation websites also have excellent training support documentation.

• Step 4 – Reinforcement: Promoting fatigue awareness at work.

Today fatigue risk is a public issue.

CNN, NBC, and other networks have dedicated programs related to fatigue in modern lives. Every time there is an aircraft incident, anywhere in the world, investigators and the public ask questions about flight crew rest. Most aviation authorities, including the FAA, are developing regulation-based solutions to address work fatigue. International attention to fatigue in the aviation workplace will certainly serve as reinforcement.

One example of training-oriented reinforcement is FAA 2010 fatigue posters, shown in Figure 3. These posters are downloadable from the FAA website (mxfatigue.com) and can be displayed throughout the workplace. The posters should be used to promote not only awareness, but also to stimulate frequent discussion about fatigue.

Civil Aerospace Medical Research Institute. Ms. Hauck will complete her Ph.D. in 2010 from the University of Oklahoma, with her research specialty being fatigue training. cat

ington, DC: Federal Aviation Administration Office of Aviation Medicine. http:// hfskyway.faa.gov.

References Hauck, E. (2010). Fatigue-countermeasure training: Why should the aviation maintenance industry care? MxFatigue Focus Newsletter, 2 (1), 3. (See www.

Mxfatigue.com).

Johnson, W.B., Hackworth, C., and Schroeder, D. (2007) A survey of human factors in maintenance organizations: identifying the opportunities for improvement. Proceedings of the FSF 60th Annual Air Safety Seminar IASS, IFA 37th International Conference, and IATA, Seoul, Korea, October 1-4, 2007.

Johnson, W.B., Mason, F., Hall, S., and Watson, J (2001). Evaluation of Aviation Maintenance Working Environments, Fatigue, and Human Performance. Wash-

Johnson, W.B., & Avers, K. (2010). Finding and fighting fatigue: are you getting enough sleep? FAAAviation News, 49(1), 10-12.

Composite knowledge.

Changing the Organizations Training usually focuses on individuals rather than organizations and is the first step toward addressing job-related fatigue. Knowledgeable employees are more likely to embrace change if they understand and recognize the effect of fatigue on their lives and their work.

Responsibility for fatigue management goes beyond critical individual action.

Management and labor organizations must acknowledge that science-based schedules must be applied, that the specific tasks performed by fatigued workers must be selective and non-critical, and the days/nights of frequent double shifts and excessive overtime must be altered.

Applying more training to alter the human to the environment has its limits.

Training cannot be expected to extend human physical and mental capabilities beyond design limits.

About the Authors Dr. Johnson, Dr. Avers, and Ms. Hauck are key members of the FAA Maintenance Fatigue Risk Management research team conducted by the FAA

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CAT MAGAZINE • ISSUE 2/2010 31 3/30/10 11:27 AM

SPECIAL OPERATIONS training

Medicine Men

Australia’s Royal Flying Doctor Service If the pioneering spirit lives on in aviation it must surely reside with The Royal Flying Doctor Service in Australia. The exploits of these professional danger men induce romantic notions of derring-do for many an aviator, if not for thousands of wannabes. By Captain Gerry Fretz.

T

he world famous Royal Flying Doctor Service (RFDS) of Australia is for many one of the most exciting operations in aviation.

It must conform to all the normal rules and regulations governing an Air Operators Certificate (AOC). But by virtue of its raison d’être, various exemptions are granted so that unusual operations and procedures can be performed on a regular basis – landing on desert roads at night, for instance.

In the 1920s the Reverend John Flynn, a Presbyterian minister, saw the struggle that pioneers living in remote areas were enduring, and the hardships they endured when they needed serious and urgent medical attention. Flynn met Hudson Fysh, a World War One fighter pilot, who eventually formed the Queensland and Northern Territories Aerial Service, later to become known as Qantas.

The minister’s vision became a reality in 1928 when the Australian Inland Mission Aerial Medical Service in Queensland was set up. The RFDS itself was formed 32

CAT MAGAZINE • ISSUE 2/2010

in 1934 in Melbourne, then the capital of Australia.

In the following years the RFDS expanded across Australia. The State of Victoria (then and now) has no outback so Western Australia, which is at least twice the size of Victoria, established an RFDS base in the Kimberleys. At that time there were only around 20,000 people living and working in this vast region, spread far and wide, and so the RFDS was welcomed. Queensland followed soon afterwards, that state also comprising huge desolate areas. Other states followed and by the outbreak of World War Two, the RFDS was operating nationwide.

Tasmania, which until then had only an emergency service, was taken into the protective care of the State of Victoria in 1960. Up until that time various contractors had been hired by RFDS to provide aircraft, pilots and servicing.

The aircraft used at the very beginning was a single engine, fabric covered, cabin bi-plane capable of carrying just four passengers at 80mph. It had no radio

Above The RFDS operates a number of different aircraft including the Pilatus PC12.

Image credit: RFDS.

and the aids to navigation comprised a compass and some inaccurate maps covering “some parts of some areas”. Flights were restricted to daylight only, although in extreme emergencies occasional night flights were attempted. Actual navigation was by reference to rivers, roads and telegraph lines – railways came later.

The aircraft had an open cockpit and landings in the outback were attempted on unprepared strips, owned by farmers, or onto claypans.

Should a night landing be attempted some burning paraffin soaked cloth, in goosenecks, were used to define the landing area. The alternative was the use of vehicle headlights. (The author has experienced the use of both types and can recommend goosenecks, unless there is a full moon.)

Left The current fleet – including the KingAir 200C – has much more space for doctors, nurses and patients.

Image credit: RFDS.

The pilot would fly over the area once to indicate to “ground staff” that it was time to light the goosenecks (no radio remember), and would then fly low over the area to check that there were no obstacles (kangaroos etc) on the airstrip.

Pressurised Today all the aircraft operated by the RFDS are pressurised twin turbo-props or single turbo props. Western Australia has a mixed fleet of KingAirs and Pilatus 12s and one HS125-800. Queensland operates KingAirs, Pilatus PC12s and Cessna Caravans. Victoria, New South Wales and Tasmania are equipped with Kingair-200Cs, with the Central Section operating PC12s. Compared to the cramped interiors of earlier models, current aircraft have much more space for doctors, nurses and patients.

Today the airstrip length require-

ments vary from 800m to 1,100m. These are often roads, with a prepared surface off the airstrip, on which it is safe for the aircraft to turn without getting bogged down. The farmer, or whoever, on the ground is still required to drive over the airstrip to ensure that it is free from debris and firm enough for a landing (particularly important after rain) shortly before the aircraft arrives.

The pilot will, as a matter of standard procedure, still fly low over the airstrip to ensure that all is in order before landing.

At night solar powered batteries provide the power for the flares that define the landing strip. The introduction of GPS has markedly improved the standard of navigation achievable in the outback, where there are few if any ground-based radio aids to navigation.

In January 2010 there were about 200 pilots employed to fly, single crew, a total of 54 aeroplanes owned and operated by RFDS. Pilot numbers are spread fairly evenly between all the states of Australia. Each state has a base airfield where operations are situated and central maintenance is performed. However, most states also have satellite bases so that the distances, particularly in Western Australia and Queensland, can be reduced. In Victoria, NSW and Tasmania, for example, pilots operate a total of 18 KingAir-200Cs; each can carry two stretchers.

The aircraft are spread between the bases of Melbourne (where the main maintenance base is also situated): Broken Hill, Dubbo, Mascot and Launceston.

All pilots hold a minimum of CPL/IR and most have an ATPL but are not required

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SPECIAL OPERATIONS training

to hold any medical qualifications other than advanced first aid.

All are required to be resident within a short distance of their respective base airfield.

Pilots in every state work a roster of standby duties so that at least one aircraft and crew are always available to cover an entire 24-hour period. Doctors are all general practitioners, qualified in obstetrics and with training in emergency treatments. Nurses must hold a midwifery qualification and be trained in medical emergency procedures. All doctors and nurses are required to live within a short distance of a base airfield.

When a message, by phone or radio, comes in to an RFDS operations base calling for an aeroplane, the duty pilot and duty nurse are notified. Operations warns the hospital, prepares the flight documentation and advises maintenance so that an aeroplane can be prepared.

The hospital consults with the duty doctor to decide whether or not a doctor is also required to fly. The hospital duty doctor normally advises on any particular medicines and medical equipment that may be required. In due course all is confirmed by the travelling doctor or nurse as appropriate. While this is the standard practice at the Broken Hill base, there will be many variations where much longer distances are involved in Western Australia and Queensland. Normally the patient is brought in to a major airport as these have better access to specialists; clearly, however, each case is unique.

The RFDS in each state in Australia operates independently under a separate AOC with responsibility for operations, training and fundraising. The exception is the northern part of Northern Territory, which is currently operated and managed by another organisation on contract to the Northern Territory State Government. However the contract is up for renewal later this year, so RFDS is well placed to bid for the contract.

Above Unusual operations and procedures are performed on a regular basis.

Image credit: RFDS.

Spring Flight Simulation Group Conference Flight Simulation Technology: Future Potential Wednesday 9 – Thursday 10 June 2010 No.4 Hamilton Place, London W1J 7BQ, UK The Royal Aeronautical Society’s Flight Simulation Group Conferences are both well established and highly successful.

In 2010, it will be 40 years since the first such international symposium. To mark that anniversary, a special Conference will be held to examine the latest flight simulation technology, consider trends, define the challenges and review future opportunities.

The Conference will begin with a session reviewing that first international symposium and discussing progress over the past 40 years – expectations dashed and expectations fulfilled. Subsequent sessions will discuss modelling, visual and motion cueing requirements, environmental representation, simulator testing and maintenance, mission simulation & training and interoperability.

www.aerosociety.com/conference Sponsored by:

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Flight Crew Training Each state is required to conduct initial and recurrent training in accordance with the normal regulations of CASA, which in turn conforms in general terms to those of EASA. The RFDS in each state has a training cadre to conduct the annual ground refresher fire and smoke training, CRM, security etc, and has its own CASA approved training captains for flight training and examining. The Melbourne RFDS base also has responsibility for Tasmania, so additionally wet drill refresher training is carried out.

Ansett Aviation Training based in Melbourne, has a contract with RFDS for use of the Ansett Kingair simulator; all other states use aircraft for recurrent training, including six-monthly base checks (OPC) and IRRs. Additionally all pilots, normally during line checks, have to demonstrate their competence for landing on roads and unprepared surfaces in the outback. Pilots’ training records and aircraft technical records are all maintained at the main base and are overseen by the base manager.

The host to the visit by CAT Magazine in Melbourne was general manager aviation of RFDS South Eastern Section, Tony Mathews.

RFDS receives some funding from the Australian Federal Government, which is administered by The National Office in Sydney. However, most of the funding comes from respective state governments and from private donors. Such is the case throughout Australia although RFDS is held in high regard so the money always seems to become available when it is needed.

With regard to outgoings, the RFDS in each state is responsible for the purchase of its aircraft and for paying pilots and staff.

The landing areas are maintained and paid for by the landowner concerned.

The RFDS has come a long way since the cleric and the ex-WW1 fighter pilot considered the problems of those living and working in the outback. What is all the more remarkable is that it appears to have achieved consistent progress from the outset, with the notable exception of the period covering WW2, and is today a world famous organisation.

It is the envy of many other countries that also have large expanses of land on which it is extremely difficult to survive, let alone to have a first class medical service. The operation is unusual so credit must be attributed not only to those who work for the RFDS but for the high standard of training that is upheld. cat

New ADTS Salon Strikes The Right Cord With MENA Delegates Aviation is a global business. Thus it is that aviation training flows across national borders when training providers seek industry best practice to supply local training solutions in the Gulf. Chris Long reports from Dubai on another first from Halldale.

Sponsored by:

Emirates Training College. This was a masterly summation of the challenges facing the civil aviation training sector, and focussed largely on the essential changes to the training processes and regulations which must be employed to reflect the demands of present and future aircraft operation.

The “one size fits all” form of current regulatory training imperatives is wholly out of touch with matching training to the skills and competencies essential for current flight operations. In his speech, Mahoney identified specific challenges: • Out-of-date checks, which do not address the threats of modern aircraft operations • Training and checking for events, which are extremely rare • Making best use of limited and expensive training resources to ensure quality training is delivered at affordable prices • Combating increased dependence on automation • Incorporating meaningful CRM training into training programmes Supported by:

T

he latest addition to the range of conferences run

by Halldale, the Aerospace and Defence Training Show (ADTS) was staged early March in Dubai. Experts from the Middle East and North Africa (MENA) region and from the broader global stage came together to discuss the best ways to deliver training for civil aviation pilots.

As His Highness Sheik Ahmed Bin Saeed Al Maktoum, in his role as President of Dubai Department of Civil Aviation Authority, Chairman of Dubai Airports and Chief Executive of Emirates Airline Group, said in his opening address, for the aviation industry to thrive it needs “the training to play an integral part in the development… training not only develops skills, it develops self-esteem. It also is vital for the safe operation of any business – and none more so than aerospace.”

The critical importance of training was also reiterated in the keynote speech delivered by Captain Martin Mahoney, Senior Vice President Flight Training,

Of equal importance, he went on to illustrate how Emirates is working to mitigate these challenges by: • Using evidence based training (EBT) via recognised programmes, which address legacy training and checking issues.

• Promoting the idea of working in partnership to use the considerable data available worldwide to enhance training and make it relevant and appropriate for individual airlines.

• Reviewing possible solutions to address the degradation of manual handling skills.

• Acknowledging the fact that the 21st century does not mean training has to be wholly technologically driven – we can and must learn from the past.

• Using one possible solution to lever more effect from CRM training programmes.

• Promoting Emirates’ philosophy of Airmanship, Awareness, Suspicion and a return to Common Sense.

The keynote speech set the scene remarkably well and delegates heard equally strong presentations on ways of engaging young people from the region in aviation as a career, selection of pilots and the recognition of culture as an influence on training effectiveness. Updates on forms of ab initio training, together with progress and lessons learnt from MPL programmes excited considerable interest.

New initiatives were illustrated through presentations on ITQI/EBT, where the level of cooperation and partnerships between airlines and regulators was particularly encouraging. Clever adaptation of existing tools and methodologies featured in the final session on best technology and teaching methods, as did a glimpse into the future that training for the Airbus A350 will bring.

The conference nicely demonstrated both the shared challenges of delivering effective training wherever that may be in the world, and also recognised that each region has specific needs, which must be recognised and addressed.

There was a great deal of interaction and networking between speakers, delegates and exhibitors – a good marker for this show on which to grow in the future. cat Organised by:

Show Report

The opening address from His Highness Sheik Ahmed Bin Saeed Al Maktoum.

Image credit: Mhic Chambers.

CAT MAGAZINE • ISSUE 2/2010

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world news & analysis

Seen&Heard Edited by Lori Ponoroff.

For daily breaking S&T news - go to www.halldale.com.

Left Boeing will raise the B777 production rate from five to seven airplanes per month.

Image Credit: Boeing Media.

AVIONCO AND FLIGHTPATH CREATE ASG

AIRBUS AND BOEING TO BOOST OUTPUT Airbus is to increase the monthly production rate for its single-aisle A320 family from 34 to 36 aircraft beginning in December, due to continuing demand and a backlog of more than 2,300 aircraft.

Boeing is also increasing its planned output rate on both its B777 and B747 programs, due to growing customer demand in the recovering market.

Boeing will raise the B777 production rate from five to seven airplanes per month beginning mid-2011. The increase was initially planned for early 2012.

The 747-8 program’s planned production rate increase to two airplanes per month (from 1.5 per month) will move from mid-2013 to mid-2012. Suppliers for both the 777 and 747 will be prepared to support the accelerated rate increases.

“We see 2010 as the year of overall 36

CAT MAGAZINE • ISSUE 2/2010

economic recovery within the industry and 2011 a year where airlines return to profitability,” said Randy Tinseth, vice president of marketing for Boeing Commercial Airplanes. “As a result we anticipate an increase in demand for airplanes in 2012 and beyond,” he said.

Airbus is seeing continued demand, too, according to its executive vice president of programmes, Tom Williams.

“Leading economic indices and business confidence indicators are showing an upward trend again,” he said. “We see this reflected in the continuing solid demand for our eco-efficient products and our robust backlog.”

The company was able to keep production stable during the downturn, “but now it is definitely time to think ahead,” Williams said, so the company will be will be ready when the market recovers.

Avionco Canada Ltd. and FlightPath International Limited have established the “Aerospace Service Group” (ASG) consortium to address the need for training and operational support for commercial airlines by offering “One-Source” airline operational solutions.

ASG will use the experience of these groups to create unified solutions for commercial airline training, flight services, and maintenance support. Services ASG will offer include: • Aircraft test/acceptance flight – qualified pilots based in worldwide locations • Aircraft delivery/ferry services – crews available on 12 hours notice – flight planning, handling, fueling, permits, etc • Pilot line training and support services • Asset management – aircraft acceptance, auditing, records review • Aircraft technicians support – short/ long-term maintenance crew for ground operations • Type specific training – flight operations initial and recurrent training for flight crews and flight attendants • Type specific training – maintenance initial training and familiarization for technical personnel • Inventory sales, distribution and solutions.

REALITYSEVEN READY FOR TRAINING

FLIGHTPATH USING AEROSIM FMS TRAINER

The first Thales UK RealitySeven A320 simulator has achieved Ready for Training (RFT) status with its launch customer, Airbus Industries.

RealitySeven uses key technologies including digital electrical control loading and electric motion systems to drive down operational costs through greatly reduced power consumption, while delivering increased reliability and availability, said to be above 99%.

Marion Broughton, VP Avionics, Training & Simulation, said: “This is an incredibly proud moment for the Thales UK workforce as this is the first simulator built at our new facility and the first RealitySeven to reach RFT. The French aviation authorities were decidedly impressed with the quality of the device during the intensive evaluation performed before they granted the initial qualification to Level D. The team at Airbus have been very supportive and we look forward to continuing building on the synergies that have been established in this program.”

FlightPath International is now using the Aerosim Dash 8 Q400 flight management system trainer it bought at the end of 2009. The trainer is primarily used to augment Dash 8 bridge training FlightPath is conducting for Ethiopian Airlines. The PC-based training device allows students to perform pre-flight and in-flight FMS, autopilot, EFIS and navigation procedures.

MECHTRONIX SIMS AT LFT QUALIFIED Mechtronix Systems Inc. completed Lufthansa Flight Training’s (LFT) order for five simulators with the delivery and certification of the fifth FSTD. All five devices obtained the dual certification JAR FSTD A FNPT II MCC and FNPT II under EASA regulations by the German Aviation Authorities (LBA).

The FSTDs are configured as Cessna CJ1+ and are used to train cadets for the initial phase of LFT’s syllabus. They feature Collins Proline 21 flight instrumentation, a high fidelity standard RSI image generator with a 220x40 degrees wide field of view.

TORONTO AIRWAYS BUYS SECOND CESSNA C-172S FTD Toronto Airways has ordered a second Motus Cessna 172S simulator from Fidelity Flight Simulation. The full motion device will include three-axis electric dynamic control loading and the 180x40º LCD Mosaic Wall external visual display will feature Ontario database modelling.

Transport Canada will approve the unit at FTD Level 5. This is the third simulator Toronto Airways has bought from Fidelity Flight Simulation, including a King Air C90 unit now in production.

Take Ground Training to A Whole New Flight Level

FAA CONTRACT FOR PAIFA Pan Am International Flight Academy has won a three-year contract worth more than $3m from the FAA to provide aircraft pilot training for FAA inspectors on 14 different aircraft types: the A300, B737-200, B737-300, B747, B747-400, B767, B777, CRJ100/200, CRJ700, CL600, C208, DC8, ERJ170/190 and SR340.

Training will be performed on FAA Level C and D, 6-axis full-motion simulators and under Pan Am International Flight Academy’s FAA 142 approved training programs.

Lift the burden of creating and supporting 100% of your ground school training.

AIRCRAFT IDENTIFICATION The EUROCONTROL Provisional Council launched the Aircraft Identification Programme to ensure all flights have a unique identifier that is used continually across the continent by February 2012.

The shortage of available radar (SSR) codes to meet traffic demand is causing problems for individual ATC units and for the whole European ATM system, such as code conflicts with potential loss of identification or frequent changes of SSR codes. One of the programme objectives is to ensure aircraft have the same identifying code across the whole continent, irrespective of the local system capabilities.

National experts and stakeholders are working under the supervision of a steering group of the Air Navigation Services Board (ANSB) to develop this programme, which could affect flight data processing systems in the European Region. To reach the 2012 target date, the programme will implement the operational use of Mode S Elementary Surveillance (ELS) and the Centralised Code Assignment and Management System (CCAMS) within specified airspace regions and will implement a reform of the Originating Region Code Assignment (ORCAM).

Call today for the only complete ground school training solution customized to your operation. +1 952 894 4694 www.aerosim.com

world news & analysis

HONG KONG SELECTS UFA’S ATTOWER SIM UFA, Inc, a provider of ATC simulation technologies, has sold its ATTower, ATView, ATRadio and ATVoice products to the Hong Kong Civil Aviation Department for Control Tower Simulation at Hong Kong International airport (HKIA).

The device will be a 360-degree ATTower simulator with ATVoice voice recognition and response capability. UFA recently installed the same setup for the CAAC Air Traffic Management Bureau in Shanghai, China.

CPaT SOLUTIONS CPaT sold a set of computer-based training (CBT) solutions to Airline Backup in Uster, Switzerland. Airline Backup will use CPaT’s B737 Classic, B737NG and A320 training programs to help meet pilot training curriculum requirements at its TRTO training center.

CAE WINS C$38M CONTRACT FROM LION AIR CAE sold three 7000 series full-flight simulators (FFS) and two Simfinity integrated procedures trainers (IPT) worth C$38m to Lion Air in Indonesia. One FFS is for the ATR72-500 aircraft; the other two are for the B737-900E. All devices are expected to be certified to Level D by Indonesia’s Directorate-General of Civil Aviation (DCGA).

Two of the simulators and both IPTs will be delivered to the Lion Air Training Centre at Soekarno-Hatta International airport, Jakarta, Indonesia in 2011. The third simulator will be delivered at a later date. Lion Air currently operates a CAEproduced B737NG-900ER FFS and one CAE Simfinity B737 IPT.

CONTRACTS FOR TFC TFC Technik and Simulatoren GmbH of Germany sold an Embraer 190/195 CEET to Lufthansa City Line, an A321 door trainer to Saudi Arabian Airlines and a B737 extended door trainer to Russian airline UTair. This is the fourth cabin device Saudi Arabian Airlines has ordered from TFC, all of which are being installed at Saudi Arabian Airlines Prince Sultan Aviation Academy in Jeddah. UTair’s door trainer will be installed in Tyumen, Siberia and Lufthansa City Line’s CEET for will be installed in Munich.

TFC specializes in training for pilots and cabin crews and designs and con38

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structs cabin trainers for commercial aircraft. Its customized simulators are true-to-scale aircraft bodies with functional doors and offer fire and smoke simulation, real-time visual systems and/ or motion systems.

ECLIPSE SELECTS SIMCOM Eclipse Aerospace, Inc. and SimCom Training Centers have formed a partnership to provide pilot training for Eclipse and other EA-500 owners and operators.

Eclipse will relocate two EA-500 Level D simulators to SimCom’s training center in Orlando, Florida, where SimCom will use the devices to provide initial and recurrent pilot training beginning Q3 2010.

SimCom will develop a comprehensive suite of advanced training courseware, including animated systems presentations, foldout color panel posters, technical systems manuals and cockpit procedures trainers. The simulators replicate the EA-500 and include the Avio integrated avionics system.

Eclipse Aerospace will continue to provide factory authorized initial, recurrent and differences in-flight training until the simulators are installed and operational in Orlando following which SimCom will be the exclusive source and provider of factory authorized training for Eclipse in North, Central and South America.

UNITED ORDERS A350 XWBs United Airlines has signed a firm order with Airbus for 25 A350-900 XWB aircraft, formalizing a commitment announced in December 2009 for the newest twin-

Above The ATTower simulator will be installed at Hong Kong International Airport.

Image Credit: UFA, Inc.

engine widebody from the aircraft OEM. Rolls-Royce Trent XWB engines will power them. Deliveries will begin in 2016 and run through 2019.

The A350 XWB is a new family of mid-size widebody airliners offering improved fuel efficiency, weight reduction, and a new cabin design with more passenger and overhead storage space.

Final assembly of the first aircraft should take place next year, with the first delivery of the 530 aircraft on Airbus’s order book so far scheduled for 2013.

PEAK PACIFIC LMS FOR AIR HONG KONG Air Hong Kong, a dedicated freighter airline based in Hong Kong has signed an agreement with Peak Pacific for a hosted learning management system (LMS) service. The LMS will be used to deliver online material, giving airline staff easy access to training.

MECHTRONIX A320 FFS X AT TACA AIRLINES CERTIFIED TACA Airlines’ Mechtronix A320 FFS X received Level D certification by the Salvadorian aviation authorities, AAC, and the Spanish aviation authorities, DGAC, according to EASA regulations. Using the simulator to train pilots at its base of operation gives the airline more training capabilities and efficiency and saves travel costs and time off the line.

LANGUAGE SKILLS TESTING Cambridge ESOL, part of the University of Cambridge, has won a three-year contract from Air France to assess the language skills of the airline’s nearly 63,000 employees. Cambridge will use its Business Language Testing Service (BULATS) to help Air France replace the existing language assessment tests currently used by its training department.

Dr Mike Milanovic, chief executive of Cambridge ESOL, said: “English is the global language of business and in today’s highly competitive global economy, effective communications is a must for businesses who have staff and customers spread across the globe. BULATS was designed for companies like Air France who need an accurate and reliable business language testing service for training and staff development.”

AIR TRAFFIC GRADUATES The Link Simulation & Training Air Traffic Control Academy graduated its second class of students, each of whom will receive a control tower operator evaluation administered by the FAA as the students direct air traffic into, out of and through NTRA airspace.

The 13 graduates completed a 10-month course that included academic, simulation-based and on-job training in an actual air traffic control tower. The academy has graduated 25 students since November 2009; 28 more are currently enrolled and scheduled to graduate later this year.

CANADIAN FLIGHT SCHOOLS VISIT INDIA Twelve Canadian flight schools visited Delhi and Hyderabad in India recently to learn more about the Indian aviation community’s training needs, gather market data and set the stage for increasing the number of Indian student pilots in Canada.

The schools were working under the umbrella of the Air Transport Association of Canada (ATAC) and with the support of Foreign Affairs and International Trade Canada. Throughout the trip the schools heard from Indian business representatives and from Canadian trade commission members that Canadian aviation needs a stronger presence in India and that the group should work to strengthen the growing relationship between the two aviation communities.

OAA TRAINING PROVIDER FOR CHEVRON SHIPPING

Simulation-based courseware for computer lab & distance learning

Oxford Aviation Academy (OAA) in UK has signed a five-year training agreement with Chevron Shipping to provide all of Chevron’s maritime crew resource management (MCRM) training. OAA customized its MCRM training program for Chevron and will deliver the training in the UK and United States.

MPS B737-NG GETS JAA APPROVAL Multi Pilot Simulations b.v. (MPS) has received JAA approval for its B737-NG fixed base simulator installed at the EPST training facility in The Netherlands. The device is designed to provide a realistic B737-800W environment for FTOs and was built in-house by MPS. The system has RSI visual and MOOG/FCS control loading, Software is based on the B737800W data-pack.

SIMCOM’S FALCON AND WESTWIND SIMS LEVEL C APPROVED SimCom Training Centers’ Falcon 20 and Westwind II devices in Orlando, Florida, acquired late last year from CAE, have been FAA-qualified as Level C simulators. They were updated with widescreen visual systems before entering service with SimCom, and are scheduled to be fitted with new instructor operating stations by mid-year.

The Falcon 20 device can represent two different platforms: one configuration displays the Sperry SPZ-500 flight director system and autopilot; the other set shows the Collins FD-109 and Collins AP-105. The Westwind II simulator is equipped with the Collins FDS-85 and Collins APS-80.

ALOHA AIR CARGO TRAINING WITH CPAT CPaT has sold its B737-700 flight training CBT courseware to Aloha Air Cargo in Hawaii. CPaT is also providing access to its specialty courses, including CRM, HAZMAT and weather radar through the CPaT learning management system (LMS).

Because these programs are available on USB (Flash Drive) or via the Web, Aloha’s aircraft maintenance technicians will not need to wait for classroom time for training, “They can simply login online,” according to Angelia Keene, technical training instructor at Aloha Air Cargo.

The most current simulation-based courseware available for initial, recurrent, and requalification training curriculum customized to your aircraft configuration, procedures and standards

AIRCRAFT AVAILABLE: A320

A330

B737 NG

B787

B747-200

B747-400

B757/767

B777

DC 9

Others

+1 952 894 4694 www.aerosim.com

world news & analysis

CAAC AND PRATT & WHITNEY TO OFFER TRAINING

Organised by:

Exploring European Expertise in aviation Flight Training and Simulation

The Civil Aviation Administration of China (CAAC) and Pratt & Whitney have agreed to jointly offer executive leadership training programs for Chinese airlines, CAAC management, and maintenance, repair and overhaul companies.

Under the five-year agreement CAAC will appoint up to 30 executives each year to participate in nearly four months of training that will take place at the Civil Aviation Management Institute of China and Pratt & Whitney’s Huapu Aviation Engine Training Center in China, and Pratt & Whitney’s customer training center headquarters in East Hartford, US. Training topics will include aero engine awareness and engineering management, achieving competitive excellence, change management, supply chain, regulatory environments, leadership, program management, MRO cost strategies, aviation finance, engaging employees in a global environment and other management and business topics.

TESTING TIME FOR AVISA AVISA Aviation Safety Systems is authorized as a Ministry of Defence (MOD) Approved Learning Provider under the Enhanced Learning Credits (ELC) scheme and can now give two CAA International training courses to ELC funded learners. To achieve this status, AVISA has undergone a rigorous application process lasting several months, proving its operations and training facilities meet MOD requirements.

TURKISH AND SKYMARK BUY CAE 7000 SIMS

EuropEan airlinE Training SympoSium

9-10 novEmbEr 2010 • WoW HoTEl • iSTanbul, TurKEy For information on exhibiting or sponsoring, please contact:

Rest of the World Jeremy Humphreys Tel: +44 (0)1252 532008 Email: jeremy@halldale.com

Americas Zenia Bharucha Tel: +1 407 322 5605 Email: zenia@halldale.com

www.halldale.com/eats 40

CAT MAGAZINE • ISSUE 2/2010

CAE has sold two 7000 series full-flight simulators (FFS) – one to Turkish Airlines, the other to Skymark Airlines. The Turkish Airlines simulator models the B777-300ER aircraft and it will be delivered to Turkish Airlines (THY) flight training centre at Istanbul International Ataturk airport this year, along with a CAE Simfinity integrated procedures trainer (IPT) for the B737NG. The B777-300ER FFS is expected to be qualified to JAR Level D by the Civil Aviation Authority (CAA) of Turkey and other National Aviation Authorities.

Skymark’s simulator for the B737-800 aircraft will be delivered to its main base at Tokyo International airport in Haneda, Japan by end 2010, along with a briefdebrief station.

Relieve training bottlenecks with Aerosim procedure trainers

IRELAND PILOT COLLEGE FIRST FLY-OUT A group of students from Ireland’s Pilot Training College flew to Nassau in The Bahamas in March during the school’s first international fly-out. Students first flew to the US and completed their trip, 13 aircraft and 31 people taking off from Melbourne International airport, Florida and flying to Nassau in the Bahamas via Ft Lauderdale.

SAT APPROVED FOR CRJ MAINTENANCE TRAINING Switzerland’s Federal Office of Civil Aviation (FOCA) has approved Swiss AviationTraining (SAT) as a provider of EASA Part 147 maintenance type rating training for the Bombardier CRJ100/200 and CRJ700/900 aircraft. Swiss AviationTraining has already signed Lufthansa Technik as its first customer for the new Bombardier maintenance training.

With these latest EASA approvals, SAT can expand its training services portfolio. SAT now holds the full range of maintenance training approvals for the various jet aircraft used on regional air services around the world.

MECHTRONIX ASCENT FLIGHT TRAINERS Mechtronix Systems Inc., has sold two Ascent(R) Flight Trainers to the Civil Aviation College of Japan (CAC). The FSTDs are configured as twin-engine piston Beech Baron G58s and are equipped with Garmin 1000 avionics. They will be deployed at CAC’s training facility in Sendai, Japan and will be used for VFR and IFR training sessions.

The Ascent(R) flight trainers closely replicating CAC’s newly acquired fleet of Baron G58 aircraft, will feature a

Above The students from Ireland’s Pilot Training College on their first international fly-out.

Image Credit: Pilot Training College.

180x35degrees multi-channel visual system and a Redifun Simulation Inc. (RSI) image generator; the latter is FFS Level D compliant and will provide CAC’s pilot students with exceptional visual scene fidelity and realism. The trainers are built in compliance with FAA FTD Level 5 and JAR FSTD A FNPT II requirements.

ESMA LAUNCHES E-LEARNING PILOT TRAINING PLATFORM

Relieve full flight simulator bottlenecks and update training with the most complete simulation-based procedure training solutions available.

The ESMA Aviation Academy launched its new E-Learning multimedia platform to improve training quality for airline pilot students on-site and in distance learning. The new tool, which allows easy access to resources and online services such as lessons, tests, and forums, makes exchanges and distance training easier, too.

Students will have access to the 14 theoretical ATPL modules, coursework, and tests typical of exams, a data bank of thousands of exam questions in both French and English and also recordings of the aeronautical English trainings FCL 1.200 and FCL 1.028.

CPaT HELPS WAA TO TAKE FLIGHT CPaT sold its MD80 aircraft systems computer-based training (CBT/WBT) program to the new start-up World Atlantic Airlines based in Miami, Florida. The interactive MD80 flight training CBT is available on USB (Flash Drive), or via the Web.

+1 952 894 4694 www.aerosim.com

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BOEING NEXT-GEN SALES Boeing has sold Turkish Airlines 20 Next-Generation B737 airplanes worth $1.6bn and two to Tajikistan-based Somon Air. The Turkish Airlines order includes ten B737-800s and ten B737-900ER (extended range) airplanes. The B737-900ER will be the newest B737 aircraft in the Turkish Airlines fleet, which includes 66 Boeing airplanes, 58 of which are Next-Generation B737s.

The Somon Air order is worth $163m and is the airline’s first direct purchase of airplanes from Boeing. Somon Air is Tajikistan’s first private full-service carrier, currently operating two B737800s. It flies from Dushanbe to cities in Russia, Germany, Turkey and the United Arab Emirates.

AEROSIMULATORS SELLS TRAINING SIMS TO AIR METHODS Air Methods Corporation signed an agreement with AeroSimulators to buy three flight training devices. The air ambulance operator bought a fixed-base EC135 device for its corporate headquarters in Colorado and two mobile AS350 B2 devices it will use in field operations around the country, to reduce in-aircraft training time and improve operational readiness.

LINK APPROVED FOR CHAPTER 31 FUNDING The Link Simulation & Training Air Traffic Control Academy was approved by the US Veterans Administration to receive Chapter 31 funding for eligible veterans with service-connected disabilities that will pay the entire cost of their tuition.

Students who attend the academy at the North Texas Regional Airport (NTRA) undergo an intensive 10-month train-

Above Turkish Airlines has ordered 20 Boeing 737NGs. Image Credit: Boeing Media.

ing period that includes classroom instruction, simulationbased training and on-job experience in NTRA’s air traffic control tower. Successful students undergo a control tower operator evaluation by the FAA within the NTRA tower and those who pass the evaluation and meet FAA hiring requirements become candidates for control tower operator positions throughout the United States.

BAE TO PROVIDE EXPERTISE TO MITSUBISHI BAE Systems signed an agreement with Mitsubishi Aircraft Corporation of Japan to provide design integration and certification services in connection with the propulsion systems for the next-generation Mitsubishi Regional Jet (MRJ) aircraft.

A team from BAE Systems’ Regional Aircraft business at Prestwick in Scotland will provide engineering expertise on a number of work packages for the aircraft. They include powerplant, pylon, nacelle, auxiliary power units and fuel systems.

Operating Helicopters Safely in a Degraded Visual Environment Wednesday 16 – Thursday 17 June 2010 No.4 Hamilton Place, London W1J 7BQ, UK The Degraded Visual Environment (DVE) poses a substantial threat to the whole spectrum of helicopter operations. The impact of dusk, night and dawn light levels, low cloud, mist and fog, together with falling and recirculating sand and snow has always eroded operating safety margins.

It is timely to review how best procedures, training, regulation and technology can mitigate or remove this type of risk from future helicopter operations.

The first Russian pilots to learn to operate an Airbus A330 have been trained using a specially-tailored syllabus created by ASSET Aviation International. ASSET’s knowledge of Russian aviation and safety systems and its experience in transition-

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ARINC Engineering Services introduced the MxSIM simulator for PC-based aircraft maintenance training systems that meets both military and commercial training requirements.

The ARINC MxSIM is a software-intensive maintenance training system using touch screen virtual instrument mockups and/or simulated aircraft components supported by the same software models to represent on-board aircraft systems in real time. The modular technology can be configured to support high fidelity (hardware-based) training, virtual-hardware training, and task-based classroom training and instruction.

RUSSIAN PILOTS TRANSITION TO A330

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ARINC MAINTENANCE SIM

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ing Russian pilots to A320 type aircraft, helped it develop the A330 training program for pilots from Vladivostok Airlines.

Four pilots from Vladivostok Airlines are completing transition training from traditional Russian aircraft, such as the Tu154, to Western aircraft at Swiss Air Training in Zurich, having previously completed A320 transition training with ASSET. Captain Mat Petrenko, CEO of ASSET Aviation, said: “This is just the beginning of A330 transition training for Russian pilots, with a number of Russian airlines opting to introduce A330s to their fleets to meet the growing passenger demand in Russia and to update ageing, Russianmade fleets.”

CAAS AND ERAU PARTNER FOR MASTERS PROGRAM Embry-Riddle Aeronautical University (ERAU) has signed a memorandum of understanding (MOU) with the Civil Aviation Authority of Singapore (CAAS) to begin a master of business administration in aviation (MBAA) program second half of 2010.

ERAU’s MBAA degree will be delivered through CAAS’s training division, Singapore Aviation Academy (SAA), which will give input to the design and delivery of the course. The MBAA program will be the same one EmbryRiddle currently offers, but it will be tailored to meet the demand for aviation management professionals in Singapore.

MICRO NAV JOINS CANSO Micro Nav joined CANSO, the Civil Air Navigation Services Organisation, as an associate member. Micro Nav supplies simulation and training systems for civil and military ATC operations, airport design and fighter control. Its simulators deliver all levels of training for tower, radar and fighter controllers, airside drivers and aircraft marshals.

SABENA FLIGHT ACADEMY – DEVELOPMENT GAINS INDEPENDENCE Sabena Flight Academy – Development (SFA-D) acquired 33% of its shares back from CAE, allowing it to operate as a fully independent company. CAE took ownership of these shares in June 2008, as part of the acquisition of Sabena Flight Academy (SFA) Brussels.

NV JWMC Company, represented

by Jacques Waldeyer, became a new shareholder of SFA-D, and Waldeyer, a retired Air Force pilot and former EVP of SABENA Airlines and president of Sabena Flight Academy became SFAD’s CEO. SFA-D will continue to promote and sell Lm², a FFS motion control method.

CTC AVIATION AUTHORIZED FOR FSTD SELF EVALUATION CTC Aviation Services Limited (part of CTC Aviation Group plc) was authorized by the CAA to offer FSTD (flight simulation training device) self-evaluations as part of an extended qualification programme for its FSTDs. Representatives of the CAA visited CTC’s simulator facilities at the company’s Crew Training Centre – Nursling (near Southampton, UK) to observe the team conducting a successful self-evaluation of one of CTC’s A320 full flight simulators and concluded CTC met the requirements of JAR-FSTD A.020. CTC plans to expand the self-evaluation programme to include its B737-800 FFS, B737-300 and B737-700 FTDs and DA42 FNPTIIs.

TURKUAZ DEPLOYS CPAT’S A320 FLIGHT TRAINING CBT CPaT sold its Airbus A320 Flight Training CBT courseware to Turkuaz Airlines, a charter airline based in Istanbul, Turkey.

CPaT’s interactive A320 Flight Training CBT program provides training for both experienced and newly qualified pilots and is available on USB (Flash Drive), or via the Web.

CTC WINGS’ OPEN DAY ATTRACTS 150 ASPIRING PILOTS More than 150 budding airline pilots descended on CTC Aviation’s Boeing and Airbus FFS facilities near Southampton (UK) during its open day, reinforcing the fact that a career as an airline pilot remains the goal of many students.

The event gave wannabe pilots the opportunity to tour the facilities, attend workshops and take a spin at the controls of the Airbus and Boeing simulators – including the next-generation technology Rockwell Collins B737-800 FFS – to help prepare for their future careers.

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Arrivals & Departures HAYDEN APPOINTED TO DUBLIN AEROSPACE BOARD Dublin Aerospace has appointed Brian Hayden to its board of directors. Hayden was chairman of GECAS Limited and EVP Technical with responsibility for technical management of a fleet of some 1,800 aircraft worldwide until his retirement in 2008. He has almost 40 years’ aviation experience and currently holds positions on the boards of Genesis Leasing and Airplanes Group.

NEW TOP MANAGEMENT JAPAN AIRLINE POSITIONS Japan Airlines Group appointed Masaru Onishi to president and chief operating officer (COO) of the group’s holding company – Japan Airlines Corporation (JALS). Onishi leaves his post as president of Japan Air Commuter and an executive officer of Japan Airlines International.

Hisao Taguchi took over as executive vice president of the Group and of Japan Airlines International, after serving as an executive officer in charge of the overall operations of the JAL Group in the Kyushu region.

Commercial Aircraft Sales February 9 – April 7 2010 Aircraft type Number Operator/Buyer

A330 A330

A330 A350

1 17

6 25

Hawaiian Airlines Malaysian Arilines (Conf of MOU)

Hong Kong Airlines United Airlines

B737NG 20 Turkish Airlines B737NG 2 Somon Air B737NG 105 (25opt/30pr) Virgin Blue B787-8 75 (50 opt) United Airlines

CS300 80 (40 opt) Republic Airways

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BOEING COMPLETES FIRST 787 MAINTENANCE TRAINING CLASS Boeing completed the first maintenance training class for the new 787 Dreamliner, which is on-schedule to enter service this year. Ten mechanics from 787 launch customer ANA (All Nippon Airways) and two regulators from the Japan Civil Aviation Bureau (JCAB) spent more than 30 days of theoretical training, engine runs and taxi testing, practical training and troubleshooting exercises. They also conducted component identification exams on production airplanes and troubleshooting exams in the FFS. The mechanics are the first of 150 ANA mechanics to be trained by Boeing over the next seven months.

To support the 787, Boeing Training & Flight Services developed an all-digital, Internet-based teaching system for maintenance training, along with training tools that connect real-time to a virtual airplane and airplane systems.

HONG KONG AIRLINES CONFIRMS AIRBUS ORDER Hong Kong Airlines finalized an order with Airbus for six A330-200s, confirming a Memorandum of Understanding (MOU) it signed earlier this year. PW4000 engines will power the new aircraft.

Hong Kong Airlines now has 23 A330s on order, the first of which are scheduled to arrive in Hong Kong Q2 this year for use, initially, on existing routes and, later, to launch the airline’s first services to Europe.

Above ANA instructor and maintenance manager during the first 787 maintenance class.

Image Credit: Boeing Media.

HELICOPTER HIGHLIGHTS FRASCA BELL 206B FTD GETS LEVEL 7 QUALIFICATION Frasca International received FAA Level 7 qualification on its 206B FTD installed at FlightSafety International’s (FSI) learning center in Lafayette, Louisiana. This is the highest level of qualification for flight training devices and only the second FTD qualified to the Level 7 standard; the first was Frasca’s AS350 that is in use at FSI’s facility in Tucson, Arizona. Frasca is on schedule to install a Bell 407 at FlightSafety’s Lafayette facility next month, which will also undergo FAA Level 7 qualification.

The FTD is fixed based with a vibration platform that provides tactile cues related to both normal and emergency operations. It is integrated to FlightSafety’s Vital X visual system that uses Frasca’s spherical display screens to provide a 200x70deg field of view.

HATSOFF ON SCHEDULE TO TAKE OFF The CAE and Hindustan Aeronautics Limited (HAL) joint venture company – the Helicopter Academy to Train by Simulation of Flying (HATSOFF) – will open India’s first Level D helicopter simulator training facility mid-2010.

The CAE-built full-mission helicopter

Bell Helicopter is providing aircraft systems and performance data and technical support for the Bell 412 training programs CAE will begin offering mid-year in Mexico and Bangalore, India.

CAE will have a set of Bell 412 training tools in Mexico, including a CAE 7000 series Level D FFS, CAE Simfinity Integrated Procedures Trainer (IPT), computer-based training, e-Learning and some other courseware. The company will install similar equipment at the new Helicopter Academy to Train by Simulation of Flying (HATSOFF) training centre in India.

CAE will operate the CAE-built Bell 412 Level D FFS and will deliver all ground school, instrument rating, and simulator typerating training with CAE instructors in Mexico.

The HATSOFF training centre joint venture between Hindustan Aeronautics Limited (HAL) of India and CAE will include a simulator featuring CAE’s revolutionary roll-on/roll-off cockpit design, which enables cockpits representing various helicopter types to be used in the simulator. HATSOFF will offer complete training solutions for the Bell 412, Eurocopter AS365 Dauphin, and both civil and military variants of the HAL-built Dhruv advanced light helicopter.

CAE LAUNCHES 3000 SERIES HELICOPTER MISSION SIMS CAE is launching a family of new helicopter mission simulators for the civil helicopter market, with the first one scheduled to be available for training by mid year.

The new devices offer simulation capability for helicopterspecific mission training, including offshore, emergency medical services, law enforcement, long line, high-altitude, corporate, and other operations. They are designed to address the global standards for helicopter flight simulation training devices (FSTD) in development by an international working group sponsored by the International Civil Aviation Organization (ICAO) and will meet or exceed current regulatory requirements.

The CAE 3000 series portfolio includes full-flight simulators, flight training devices, integrated procedures trainers, desktop virtual flight and maintenance trainers, and self-paced, computer-based training and e-learning courses.

FLIGHTSAFETY’S VITAL X VISUAL SYSTEM PACIFIC sIMUlATors CHAnGes CoUrse FOR HELICOPTER TRAINING Pacific simulators has changed strategic direction to capitalise FlightSafety introduced a new version of on its growingInternational reputation ashas a producer of high-fidelity replica its VITAL X Visual System focused designed use in cockpit hardware.

Previously on specifically manufacturefor and marhelicopter and launched simulators.

Newcatalogue low altiketing of itstraining low-levelprograms FTDs, it has a parts tude visuals include mountainous terrain,dual accident featuring its throttle quadrant, tiller assembly, yokes,scenes, control pinnacle hospital helipads, obstacles wheels andlandings, an array of airports, other premium-quality products. such as Bill power lines, and an oil rig CEO Highet saidtrees, that, and in thebridges past, the company hadcomroupletedeclined with lighting, articulation of the with model and sea tinely requestsand to provide other players constituent stateand animations. parts hardware, but the recession had prompted a re-think.

The emphasis company on says its new AccuView mir“Our quality, alongVITAL with our location glass and setup, ror optical system enhances clarity and brightness make us uniquely placed tovisual provide premium hardwareand at eliminatescompetitive degradation and edge band distortion inherent in extremely prices.

We are forming strategic partnermanythat traditional display systems. The system can be scaled ships will deliver a comprehensive suite of training solutions beyond its 60x200 degree field said. of view and users can customto the aviation industry,” Highet ize the up look and down look views to reflect a specific aircraft type. The first AccuView system will be installed a Sikorsky rsI-VIsUAl sYsTeMs enTerInG newonerA S-76D Texas-based simulator currently in production at FlightSafety.

Euless, visual systems specialist Rsi (Redifun simulation inc.) is transitioning to new leadership with the retirement SCOTTS-BELL 47 stelter ofATP CEOPARTNERSHIP Bob Bordovsky andWITH president neil Wheatley. Tom FOR TECHNICAL SERVICES has joined the companyPUBLICATION as the new CEO, and Jeff Everett has Aircraft Technical Publishers has a new been appointed president, with (ATP) responsibilities forpartnership day-to-day with Scotts - Bell 47 of Le Sueur, Minn. to provide singleoperations of Rsi-Visual systems. source, digital, technical publications services the shifting Bell 47 Rsi co-founders Bordovsky and Wheatley arefor both helicopter. into semi-retirement roles but will remain on the board of direc- Bell 47 recently acquired the type marketing certificate for the tors Scotts and will continue to assist with selected efforts Bell 47 helicopter. for Rsi. ATP stelter has provided Helicopter for many Tom bringsBell more than 30publications years’ experience in years, flight according and to Rich Marino, president of ATP.earlier Combining thefrom Bell simulation aviation training.

He retired this year CaE, where he was most recently vice president, training & serv-

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FRASCA-BUILT S92 FFS GETS DUAL QUALIFICATION Frasca’s S92 FFS at the Bristow Academy in Aberdeen, Scotland, has received dual qualification, making it the first certified helicopter device under JAA with both Level B FFS and Level III FTD approval.

The S92 FFS is being used at the Bristow Academy to support training requirements for Bristow’s global fleet of S92 aircraft. A second FFS for the EC225 helicopter will be delivered mid-2010 and will also be dual certified to the same level. Both units feature 6-axis electric motion base, TruVision Global visual system with custom databases and wrap-around display system.

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BELL HELICOPTER SUPPORTS NEW CAE TRAINING CENTERS

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simulator for HATSOFF is scheduled to arrive in Bangalore late April to begin installation at the new HATSOFF helicopter training centre. The first cockpit for the simulator represents the Bell 412 helicopter, and is due to be ready for training by mid year.

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world news & analysis

47 digital libraries with ATP’s existing helicopter offerings as a single source solution through the NavigatorV software platform increases productivity for maintenance professionals by allowing them to access, search and manage all their publications in one place.

GERMAN MOTORING ORGANIZATION GETS FFS QUALIFIED The HEMS (Helicopter Emergency Medical Services) Academy, a subsidiary of the ADAC (the German automobile club), received qualification for the first of two FFSs at its base in Sankt Augustin/Hangelar, near Bonn, Germany. The device simulates Eurocopter EC135 T2 and P2 and is the first helicopter FFS to be qualified in Germany.

A second device providing Eurocopter EC135 T2+ and P2+ and Eurocopter EC145 simulation is due to be qualified later this year. Both simulators were produced by cueSim Ltd, a subsidiary of QinetiQ and feature cueSim’s six-degree-of-freedom electric motion platform and 10-channel visual system.

HEMS Academy is the world’s first integrated training centre for helicopter pilots, emergency doctors and rescue paramedics in air rescue services.

AGUSTAWESTLAND’S OPERATIONAL FLYING TRAINING CENTRE OPENS AgustaWestland has opened its Operational Flying Training Centre (OFTC) at Newquay, Cornwall airport, in southwest England. The new centre enhances AgustaWestland’s helicopter training capabilities, allowing it to offer a greater range of training services to its customers, from basic helicopter pilot training through to advanced operational helicopter flying training.

The OFTC will also deliver a range of training courses for rear crew including rescue winch, medical and mission training.

The centre has a 30,000-foot (2,800m2) hangar that can accommodate six large helicopters and briefing rooms, CBT classrooms, an operations room, engineering support facilities, spares stores and administration offices. cat 46

CAT MAGAZINE • ISSUE 2/2010

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Advertising contacts Business Manager: Jeremy Humphreys [t] +44 (0)1252 532009 [e] jeremy@halldale.com Business Manager, North America: Mary Bellini Brown [t] +1 703 421 3709 [e] mary@halldale.com

Meeting the challenge of more for less.

It’s true … in challenging times, civil aviation leaders demand best-in-class value in every aspect of operations. They expect partners to deliver more for less … with no compromise of safety. Solutions that are flexible and backed by a responsive support team.

At CAE, we welcome customers with the highest standards.

Customers who recognize the long-term benefits of CAE’s comprehensive portfolio of simulation-driven products, our expanding global network of cadet-to-captain training centres, an array of innovative services, and proven reliability across seven decades.

CAE is the one company that can address all of your civil aviation training needs with a single point of contact – from candidate selection and pilot provisioning to an expanding worldwide network of commercial aviation training centres for pilots, technicians, and cabin crew … and from a fully integrated suite of flight simulation training devices to financing, maintenance, upgrade, relocation, database, and industryleading customer services.

Let’s have a conversation about how CAE’s more-for-less solutions can meet your unique training challenges.

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