CAT Magazine - Issue 3/2013

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Volume 24

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Issue 3/2013

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Helicopter Training

Follow the Fuel Low Cost Devices

Cost-Effective Technology ATC Training

New Training Horizons Maintenance Training

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ISSUE 3.2013

Editorial comment

No Setting and Forgetting Every year in the period immediately after CAT Magazine’s annual World Aviation Training Conference & Tradeshow (WATS), we attempt to digest and summarise the narratives of those four conference tracks and three intensive days. With some 94 airlines and 49 countries represented, and covering the range of pilot, maintenance and cabin crew training issues, the diversity of the subject matter and associated viewpoints can be overwhelming.

This year was no exception, and pretty much every issue the global aviation training industry faces was directly or indirectly addressed. And most of those issues could be traced right back to the opening keynotes and the overall conference theme of “Performance-based Training” and the need to focus on training outcomes.

Peggy Gilligan, Associate Administrator for Aviation Safety at the FAA, took aim at the issue of automation overreliance, telling delegates that there is “…no place for a set it and forget it…” attitude in aviation. But her main message was broader, and focussed on the human-in-the loop training dimension, what it means to be a professional, and the need to mentor the next generation. The FAA official spoke of the need to maintain a culture of safety, the importance of continuous learning using the appropriate technology and safety data, and not losing sight of that human equation.

The perils of “setting and forgetting” remained relevant but took on a slightly different context in the second keynote from US NTSB member Earl Weener. With 2012 on the books as the safest year on record, Weener asked “Is safety cyclical?” He referred to what he called “the paradox of safety,” which can be seen as “When you get really good at preventing accidents, the apparent need for Chris Lehman those efforts can go away.” Never Editor in Chief letting your guard down, always being proactive and generating an organization-wide safety culture is critical.

Subsequent speakers returned repeatedly to the human vs. technology theme, stating that simulators and training aids are merely the “tools” to help develop the human performance we need in this industry. Don’t be too awed with the incredible technology, focus your attention on what needs to be trained, and how your curriculum and

" Never letting your guard down, always being proactive and

generating an organizationwide safety culture is critical."

instructors will deliver the performance you need from your people. Make sure relevant real-world data is injected back into the training system, and move to a corporate-wide attitude that sees the instructor as coach, guide, facilitator and mentor.

Unleashing the value of the full flight simulator and associated training aids was also a primary subject, including the fact that we now have pervasive “anytime, anywhere” training with sophisticated mobile and e-learning applications, as well as the digitization of training and operational manuals. Further, with the trend toward customized and individualized training, the community is optimizing the FFS investment like never before.

Recurrent training in manual flying skills, upset prevention and recovery, runway safety, even economical flight operations are being planned or already implemented. And outside of the US, Multi-Crew Pilot’s Licence (MPL) programs even utilize high-end FFS in the primary training curriculum.

There were warnings about the need for Level D simulators to incorporate edge-of-envelope aerodynamic modelling to facilitate the new training, and about the need for manufacturer’s data packages to be more accessible and priced more reasonably. New Instructor Operating Stations (IOS) are evolving in concert with the new applications, helping to optimize both the training experience and instructor resources. Objective simulator motion-cueing tests and a revised simulator transport delay specification were seen as overdue, as was the universal adoption of ICAO Manual 9625 “Qualification of FSTDs”.

Finally, I’d like to congratulate Paul Caldwell, the Manager of Inflight AQP at SkyWest, who succinctly defined a key industry professional attribute, stating that while an air carrier’s business practises might be proprietary “…safety is never proprietary…we’re always pleased to share safety data.”

Safe Travels, Chris Lehman CAT Editor in Chief

e chris@halldale.com CAT MAGAZINE 3.2013

03

Contents

ISSUE 3.2013

06

14

Editorial

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

Group Editor Marty Kauchak

e. marty@halldale.com

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

Advertising Director of Sales Jeremy Humphreys

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

Sales Executive, Zenia Bharucha

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

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

18

28

Operations

Design & David Malley

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

Distribution & Stephen Hatcher

Circulation t. +44 (0)1252 532010 e. stephen@halldale.com

Halldale Media Group

Publisher & Andy Smith

CEO e. andy@halldale.com

03 No Setting and Forgetting. Editor in Chief Chris Lehman

considers the issues raised at this year's WATS. 06 Follow the Fuel. Rick Adams examines the training practices

of offshore helicopter companies.

10 Cost-Effective and Low Cost. Chuck Weirauch looks at

how ab initio flight schools are using low-cost training devices.

14 New Training Horizons. The training challenges for the US

air traffic control force are reviewed by Marty Kauchak.

On the cover: The CAE 3000 Series helicopter flight simulator features a direct-view dome display with an 80x210 degree field of view.

Image credit: CAE.

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

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

Subscriptions

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

18 Maker’s Way. Robert W. Moorman explores the changes in

AMT training.

24 The Only Way is Up. Chris Long contemplates the future of

the aviation training industry.

26 New Apps for UK. A new aviation apprenticeship scheme has

launched in the UK. 28 Extracting and Enhancing Human Performance. Highlights

from WATS 2013 in Orlando, USA. 33 APATS 2013. The Asia Pacific Airline Training Symposium will

be taking place September 17-18 in Bangkok.

34 Seen & Heard. Updates from the training and simulation

community. Compiled and edited by Fiona Greenyer.

04

CAT MAGAZINE 3.2013

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

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Helicopter Training

Follow the Fuel

Rick Adams investigates training for offshore helicopter operations.

T

here’s a new dynamic driving helicopter pilot training, and a new geography of locations with names you’ve probably never heard before. The Santos Basin off the coast of Brazil, the Kizomba field in the Atlantic Ocean east of Angola, the KG-D6 block in India’s Bay of Bengal. Jansz, Sleipner, Tamar, Walker Ridge, Gumusut-Kakap, Dunquin Prospect.

These are deepwater or ultra-deepwater sites where energy companies are drilling for oil and natural gas deposits. Seismic engineers casually toss around terms like “Turonian stratigraphic” and “turbidites” that mean nothing to aviators but everything to companies such as ExxonMobil, Shell, BP, Chevron, Total, Anadarko, Hess and others who bet billions on drilling rigs, pipelines, regulatory filings, political risks, environmental challenges, and services contracts such as ferrying workers to the platforms at sea.

In recent years, deepwater (defined generally as more than 400 metres depth) has become the predominant source of new oil and liquid natural gas discoveries. It’s less than 10% of production currently, but nearly two-thirds of discovered deepwater reserves are yet to be exploited. And the average hydrocarbon discovery is considerably larger beyond the continental shelf.

That suggests a great deal of deepwater activity in the coming decades. And the activity is literally everywhere around the globe: South America (about one-quarter of current capital expenditures), the Falkland Islands, East Africa, the North Atlantic near Ireland, the North Sea between Scotland and Norway,

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the Mediterranean near Libya and Israel, Australasia, even the inland Caspian Sea. Industry datakeeper Infield keeps tabs on more than 900 offshore fields.

Long-Range Requirements With oil and gas rigs moving further offshore, it is also changing the requirements for the helicopters which are the primary means of shuttling rig workers to and from the production platforms.

Some newer deepwater rigs are more than 200 nautical miles out, and there’s no alternate landing field in between. If the rig helideck is fouled for any reason, the helicopter must be able to return to shore on whatever fuel is left in the tanks. And with as many as 150 workers rotating on and off each rig regularly, it makes economic sense to transport as many as possible with each trip. So energy company flight departments and helicopter services operators are building up their fleets of longer-range rotorcraft with capacities to carry 15-20 passengers.

The S92 recently passed 500,000 hours in service, more than 90% of that in the offshore configuration.

Image credit: CHC Helicopter.

That means new-generation helicopters such as Sikorsky’s S92, which can traverse up to 430 nm fully loaded with 19 passengers, or the Eurocopter EC225 Super Puma, also good for 19 passengers up to 452 nm. Other helicopters such as Sikorsky’s S76 or AgustaWestland’s new AW189 may reach the furthest rigs but not necessarily with as large a passenger load. The Sikorsky S61 can seat 21 but is more limited in range.

The 13-tonne heavy-lift S92 recently passed 500,000 hours in service, more than 90% of that in the offshore configuration and 54% of that currently in the North Sea. It is part of the fleets of the industry’s largest operators, including Avincus/Bond (two in service, 14 on order), Bristow (49 aircraft with 18 on order and options for 16 more), CHC (37), Cougar, ERA Group, Lider Aviacao in Brazil, PHI (24), and China Southern Airlines.

Eurocopter has deployed more than 900 of the 11-tonne EC225 Super Pumas across 52 countries and logged more than four million hours. However, a pair of ditching incidents last May and October led to grounding of the fleet by Bristow, CHC and Bond. In April, Eurocopter announced an interim fix for the main gearbox issue that should have the EC225s flying again by this fall.

One telltale sign of the future promise of offshore helicopter demand: high-profile investors Michael Dell (Dell Computers) and George Soros (Quantum Strategic Partners) have pumped millions into Waypoint, a helicopter leasing venture launched two years ago by former ERA Helicopter executive Ed Washecka. Waypoint plans to build a fleet of 65 aircraft, “aimed at meeting fast-growing demand for helicopters to ferry workers to and from offshore oil and gas platforms,” according to the Financial Times.

New-Gen Helo Sim Expansion Helicopter training providers have been gearing up to meet the heavy-lift demand. FlightSafety International (FSI) has S92 full flight simulators (FFSs) in operation at their Farnborough, UK; West Palm Beach, Florida, US; and Lafayette, Louisiana, US centres. In March, Sikorsky and FSI announced orders for four more S92 FFSs – to be positioned in Lafayette, Brazil, Norway and Southeast Asia.

FSIs Steve Phillips, VP Communications, said the VITAL X visual system on the simulators includes scenes for offshore operations, as well as a comprehensive model of New York City for executive transport missions and imagery for emergency medical scenarios. “The visual system is optimized for training low-level flight operations, offers increased scene content, vastly improved weather features, and enhanced levels of detail for optimum cueing.”

FlightSafety has implemented glass mirror displays following their 2009 acquisition of Glass Mountain Optics. “Glass mirror displays provide superior optical performance, sharper image clarity, long term reliability, and are night-vision capable. The true collimated images they present are free of visible distortions and artifacts out to mirror edge and ‘ground rush’ distortion in the bottom field of view,” Phillips stated.

CAE announced early last year that it will deploy S92 training in Stavanger, Norway and Sao Paulo, Brazil, and Eurocopter EC-225 training in Sao Paulo by early 2014. The CAE 3000

Safety Quest Status Seven years ago, the global helicopter industry set an ambitious goal of reducing rotorcraft accidents by 80 percent by 2016. The results thus far are a mixed bag. The 2011 trendline (the most recent available) of 5.7 accidents per 100,000 flight hours is better than the 2001-2005 baseline of 9.4, but still well short of the 1.9 target.

Commercial airlines by comparison are far less than 1 percent, and the Flight Safety Foundation reported 2012 was the safest airline year since 1945.

According to the International Helicopter Safety Team (IHST), North America (from 9.3 to 3.7), Europe (from 7.1 to 4.8), Africa (from 12.9 to 2.0) and Middle East (from 3.2 to 1.5) helicopter statistics are improving; South America (from 9.7 to 12.8), Asia (from 9.4 to 10.4) and Oceania (from 17.5 to 18.0) are regressing.

One technical improvement which has enhanced safety in the US is Automatic Dependent Surveillance Broadcast (ADS-B), introduced in the Gulf of Mexico in late 2009. Prior to ADS-B, in the absence of offshore radar, air traffic controllers could not see helicopters transiting to oil and gas rigs. They had to rely on estimated positions from relayed reports. The Gulf was divided into 20-mile grids, and only one helicopter at a time was permitted in each grid.

ADS-B uses global positioning satellites (GPS) to provide precise positions both to controllers and other aircraft. Separation minimums have been reduced to five miles between aircraft.

Most important, pilots can receive upto-date weather information for their destination platform.

Not only were there no weatherrelated US offshore helicopter crashes from 2009-2012, the improved navigation capability of ADS-B will enable quicker evacuation in the event of rig emergencies.

Sikorsky has just received FAA approval for a new automated “rig approach” option for S92 helicopters which is said to reduce the pilot cockpit workload by 60 percent and allows

CAT M AGA Z INE 3 . 2 0 1 3

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Helicopter Training

<<

safer instrument approach operations in challenging weather conditions.

Worldwide, there are an estimated 1,700 helicopters serving the oil and gas market. In the Gulf of Mexico alone there are between 5,000 and 10,000 helicopter flights a day to nearly 4,000 platforms.

Training/instruction is traditionally one of the highest categories of helicopter accidents. In Europe, from 2007 to 2011, 18 percent of accidents occurred during flight training, according to the European Helicopter Safety Team (EHEST). This is similar to percentages in North America in analyses conducted in 2000. Nearly half (44 percent) of the training accidents are during the approach and landing phases with the main causes identified as dynamic roll over and autorotations.

In March, EHEST issued a new “Risk Management in Training” guide which focuses on top safety issues, and features a safety risk matrix and the ICAO SHELL model (Software, Hardware, Environment and Liveware) with an engine off landing (autorotation) example.

One reason instruction/training continues to rank high on the accident list is because the majority of helicopter training is conducted in an aircraft, particularly in single-engine helicopters. If the same training were conducted in the complete safety of a flight simulator, those accidents would be eliminated. However, since there are no regulatory type-rating requirements for light helicopter simulators, their availability and use in student training is limited.

Flight training devices (FTDs) and flight navigation and procedures trainers (FNPT) for helicopters such as the Robinson R-22 or Bell 206 are available from several manufacturers, most notably Frasca International and Flyit in the US and QinetiQ’s cueSim and Helicopter Simulators Limited in the UK. Many of the current devices include relatively sophisticated visual systems, thus replicating everything except the helicopter’s motion and vibration.

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Series S-92 / EC-225 simulator in Sao Paulo will incorporate a “mothership” with interchangeable cockpits. CAE will offer Simfinity e-learning solutions for both aircraft types, optimising student time at the training centre.

CAE’s new helicopter simulator uses a direct projection display. “The main training advantages of direct projection are greatly improved height and speed cues in close to the surface ground and water operations,” said Rob Lewis, CAE's Vice President and General Manager, Business Aviation, Helicopter and Maintenance Training. “Maneuvers requiring a high degree of visual accuracy, such as helideck and ship landings, ditching scenarios, and touchdown autorotations can be trained with greater fidelity by direct projection visuals. CAE came to the conclusion that a large FOV would be a key element to providing enhanced helicopter flight training, and we designed our new 3000 Series helicopter flight simulator with a dome display to meet this need.”

Eurocopter offers an EC225 FFS, built by Thales (now part of L-3 Link Simulation & Training), at its Helisim Training Academy adjacent to the Marseille-Provence International Airport on France’s southern coast. The Level D device features a 200-degree horizontal by 60-degree vertical field of view visual.

In Aberdeen, Scotland, home to Europe's busiest heliport, Eurocopter

has an EC225 FFS with a 210-degree by +30/-50 display. The database includes key offshore operating locations such as the North Sea's Andrew and Miller platforms, along with the CSSO Wellservicer diving support ship. Installed in 2011, the simulator is certified by UK, Canadian, Brazilian and Malaysian authorities.

Eurocopter’s Malaysia Training Centre recently installed the first EC225 FFS in Southeast Asia.

Helicópteros do Brasil S.A., or Helibras, a Brazil-based, Eurocopter-owned helicopter manufacturer, announced in April they will build a new training centre in Rio de Janeiro with a combination simulator for the civil EC225 and military EC725 variants.

Frasca International has delivered two Level B EC225 simulators to Bristow in Aberdeen, as well as an S92 device.

The Frasca TruVision visual provides a 220 x 60 field of view.

Counting all high-end flight simulators serving the civil helicopter market, the number of training devices available has risen from about a dozen only three to five years ago to more than 60 expected by next year. Other popular models replicated include AgustaWestland’s AW139, Bell Helicopter’s 412, Eurocopter’s AS350 and EC135, and Sikorsky’s S61 and S76.

De Facto Training Standards With so much investment at stake, the International Oil & Gas Producers Asso-

Left Sikorsky and Flightsafety International will deploy new S92 flight simulators in Norway, Brazil, Southeast Asia and the US Gulf Coast.

Image credit: FlightSafety International.

Right Frasca-built S76 flight simulator.

Image credit: Frasca International.

ciation (known as OGP) has been driving the safety standards for pilot training – much more so than government regulators – and has become the de facto global standard bearer.

The OGP is well familiar with the benefits of simulation, applying “digital oilfield” physics-based engineering models to improve processes, monitor operations, manage assets, and even integrate advanced sensors into drilling and production to provide real-time data. They also use simulated training for maritime support vessels and undersea robotics.

No surprise, then, that the OGP aviation safety subcommittee are strong advocates for flight simulators. They conducted a landmark safety review in 2000, as well as annual industry safety performance audits. And the committee’s aviation operations management guidelines, first published in 2008 and updated in 2011, recommend, “Flight crew training should be conducted in a synthetic training device (STD) that replicates the model of aircraft being flown as closely as possible. It is preferred that the device be full motion with a visual screen that provides forward and peripheral imaging.” Recurrent training for pilots is suggested at least every 24 months, and every 12 months is preferred, with an emphasis on cockpit resource management (CRM).

The OGP has also provided members with the Aviation Safety Assessment Mechanism used by airlines, encouraging operators to routinely collect data and apply the scoring formula as a best practice. cat

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09

Low Cost Devices

Cost-Effective and Low Cost Chuck Weirauch examines the use of low cost flight simulation devices amongst ab initio flight schools.

A

t Zulu Flight Training in Spanish Fort, AL, general aviation students start private pilot's license flight lessons off right from the start in either a Redbird FMX full-motion AATD or the flight simulation company's BATD. The students are introduced to and practice all flight skills in the simulation-based devices before ever entering the cockpit of a training aircraft, all in a shopping mall setting.

It's a novel way to attract new pilot candidates to the industry and an exercise in demonstrating how far lower-cost FTDs have come to be both affordable to flight schools and provide the capabilities to accurately mirror aircraft performance and systems. With the technological advancement that is allowing the production of new lower-cost flight training devices that provide significantly improved capabilities over earlier FTDs and parttask trainers, the case for their employment by flight schools for primary and ab initio flight training has become more compelling than in the past.

The Credit Issue But while some flights school are embracing this new technology into their curricula for GA and ab initio training, the majority are only using part-task trainers for avionics, aircraft systems and instrument training as a part of ground school training. Most flight procedures and maneuvers are still initially taught in the aircraft. And although there is growing evidence that putting students into an FTD from zero time to learn systems, procedures and maneuvers can reduce flight training hours and subsequent training costs by allowing students to progress faster to competency, another major issue besides cost and device 10

CAT MAGAZINE 3.2013

capability appears to be standing in the way for the adoption of the simulationfirst approach.

"Many CFIs at flight schools are telling me that they would love to use simulation because it is more cost-effective and helps students learn to fly faster, but there is no flight-time credit for it and therefore no advantage in doing it," said Bob Barnes, President of the International Association of Flight Training Professionals (IAFTP). "The thing that has kept simulation out of general aviation is the cost, but the cost has become less of a significant issue. So the attitude is if you don't get credit for using the simulator, no one is going to use the simulator."

In the US under FAA regulations, the no-credit mind frame is a bit of a misnomer, since the FAA allows some training device time credit towards certification hour requirements, with more allowable credit as students move up towards instrument and higher ratings (see sidebar). And in light of the upcoming US Public Law 111-216 First Officer 1,500-hour flight time to ATP requirement, the aviation industry is lobbying

Pan Am International Flight Academy's Saab 340 FTD. Image credit: Pan Am International Flight Academy.

for more hours credit for simulation-based flight training as a means to help reduce rising training costs, and to help allay the predicted pilot shortage. But some in the industry say that flight schools are placing too much emphasis on the limited ability to log simulator time towards flight hours as a reason not to incorporate simulation-based flight training into their curricula.

FTDs First At Redbird's Skyport Laboratory, a Part 141 flight school where general aviation students are taught all basic flight maneuvers in the simulator before they ever get to the aircraft, students must demonstrate proficiency in the simulator before they can move to the airplane. According to Redbird CEO Todd Willinger, both Skyport and Zulu Flight Training operate somewhat on the same model, and both charge a flat fee, from $8,500 to just shy of $10,000 for students to earn their private pilot's license. The flat fee allows students to have unlimited use of their simulators for practice of flight maneuvers and to review procedures.

Both base their curricula on the scenario-and-proficiencybased FAA-Industry Training Standards (FITS) private pilot training course program originally developed for Technically Advanced Aircraft (TAA). The FITS program calls for the extensive use of simulation and simulators for flight training and emphasizes the improvement of decision-making skills.

"We have developed our own FIT-accepted proficiencybased curricula for our Part 141 operation," Willinger explained.

"It technically has no minimum hours.

Our students do almost as much time in the simulator as they do in the aircraft.

This averages out to be about 30 hours of simulator time and 34 to 35 hours in the airplane. We don't care about logable hours and believe that it's a mistake to focus on that."

"It's more important, in our opinion, to use the assets at your discretion for their intended purpose," Willinger continued. "For example, we think that the simulator is a much better environment for teaching maneuvers. That's because it is much more conducive for a learning environment versus being at 6,000 feet and trying to learn with all of the things going on in the cockpit. So we feel that all learning should take place in the simulator for consistency of training."

Gloria Liu, Zulu Flight Training's general manager, told CAT that the employment of simulators first is allowing students to earn their private pilot license in less time and at less cost than the traditional flight school model. She noted that while students can log their

CAT MAGAZINE 3.2013

11

Low Cost Devices 2.5 hours of FAA permitted simulator time towards aircraft flight time, the students are "pretty much ready" for their check ride at 32 to 33 hours of aircraft time. They don't really need the required minimum 40 hours of aircraft flight time, she pointed out.

"Too many people focus on the 2.5 hours of credit," Liu said.

"When you look at the national statistics that say that it takes private pilot students an average of 60 to 65 hours to earn their certificate, we don't feel that our students need those 20 additional hours. With a student retention rate already at 90 percent, FITS will allow us to offer greater flexibility to the student with greater safety focus by making proficiency the determining factor rather than flight hours in readiness for a pilot license.â&#x20AC;?"

Zulu Flight Training is a subsidiary of aircraft engine manufacturer Continental Motors, and the Zulu flight school model is being developed for possible export to China by the flight school's owner and for expansion in the US. Liu expects that a franchise and exportable prototype will be available for demonstration sometime in October.

Sim First Pays Off While there is not a lot of empirical evidence yet that putting students in a simulator first actually produces a more proficient pilot in a shorter amount of time, there have been a fair amount of anecdotal results from studies that have supported the validity of such an assumption. Some of those studies have been conducted at Seneca College in Toronto, Canada as a part of research in support of the college's flight training curricula that is an essential element of its Aviation Technology degree program.

"The studies that we have done indicate that generally there is a reduced amount of time requirement to go solo if the students have gone through the simulation program prior to going to the aircraft," said Lynne McMullen, chair of Seneca's School of Aviation and Flight Technology. "We have always used simulation in our program, and the format has been that the students train in the simulator first before they go to the aircraft for familiarization and to learn the basics. This saves flight time, because once they begin to spin a prop, they have already become familiar with the exercises through simulation. This approach is also fabulous for remedial training. If something doesn't go well in the airplane during training, it's more cost-effective and efficient to conduct that extra training to correct those mistakes in the simulator."

According to Joan Williams, chair of Ottawa Flight Services, the concept of starting flight students off in a simulator before entering the actual airplane cockpit "has reached critical mass" in Canada. "Training in sims from Day Zero has just become accepted," she said. She cited her own flight school, as well as the country's largest school, Toronto Airways, as examples of taking this approach.

John Davis, vice president of Flight Training for Toronto Airways, said that currently zero time Chinese students sponsored

by China Southern Airlines and enrolled in the flight school's Integrated ATPL program first go through 15 hours of simulator time in a Fidelity Flight Simulation MOTUS Cessna 172 FTD. The students learn and perform all of the procedures and flight maneuvers leading up to qualifying to solo within that time before moving to the actual aircraft, he said.

"In Canada, traditionally it takes 75 to 80 hours for students 12

CAT MAGAZINE 3.2013

to earn their private pilot's license," Davis pointed out. "Our Chinese students are doing all of their flight tests in 40 to 42 hours and passing the exam for the license with no problems. We think that this is primarily due to their time in the simulator."

While Toronto Airways has regulatory approval to take the simulator-first approach in its international Integrated ATPL program, it currently does not have such permission for its primary domestic general aviation curricula. Due to its success in the ATPL curricula, Davis has applied to Transport Canada and provincial authorities to be able to transfer this concept to its other domestic student flight training programs as well.

"People have found out that we have these simulation devices and want to use them for domestic private and other flight license training," Davis pointed out. "We just need to open it up to the domestic market."

Marc Issott, Senior VP at Pan Am International Flight Academy, described how first putting zero time ab initio students into an FTD at the start of the Academy's seven-day theoretical flight training course has helped those students reduce their time to solo flight. Pan Am is currently integrating pre-private pilot certification on the road to ATP certification, with the initial 12 hours of

Above Toronto Airways' Fidelity MOTUS Cessna 172S simulator.

Image credit: Fidelity Flight Simulation.

flight training delivered in a C208 Caravan FTD, followed by a further 20 hours in a Saab 340 FTD. In both cases, two students are flying together up front in the simulator with an instructor in back. The students are taught basic flight maneuvers leading to pre-solo in the FTDs, with the training exercises, repeated in this environment. In this fashion, students experience 32 hours of simulator time before they ever enter the cockpit of an actual aircraft, Issott said.

The program has resulted in, on the average, students consistently achieving their first solos in 5 to 10 hours of aircraft time, as opposed to the 15 to 25 hours it takes students instructed with the traditional flight school approach, Issott pointed out. The result is students reaching the proficiency levels for qualifying for their private pilot's license in a total flight training time of 40 to 42 hours.

Students also get the added benefit of an 'early' Multi Crew Airline environment, utilizing challenge and response check lists from day zero, he added.

"So the sims help the student save money in keeping to the minimum required time to earn a private pilot's license," Issott summed up. "This approach is working very well, and that helps us at Pan Am as well. I do believe that the use of simulation can still be achieved in the lower-level devices and achieve the same level of proficiency. This is not unique to a Level D simulator." cat

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FAA Credit for BATD and AATD-based Flight Training The FAA’s General Aviation and Commercial Division (AFS-800) manages the evaluation and approval of ATDs, which are categorized into basic and advanced training devices. To do so, AFS-800 uses the requirements for performance and capability specified in Advisory Circular (AC) 61-136, which was published in July 2008. This document describes how the FAA approves ATDs, along with providing a summary of how pilots may use these devices.

Basic Aircraft Training Device (BATD) A BATD generally has hardware and software features that allow the FAA to authorize it for certain training and proficiency credits. These credits include: • Instrument rating - maximum of 10 hours under 14 CFR section 61.65(i) or 14 CFR part 141, appendix C • Instrument Proficiency Check - per FAA-S-8081-4E (circle-to-land not authorized) • Use in accomplishing instrument recency of experience requirements of 14 CFR section 61.57(c)(2) • Not more than 2.5 hours of training under 14 CFR section 61.109(k)(1) on introduction to operation of flight instruments (except as limited by 14 CFR part 141 appendices) Advanced Aircraft Training Device (AATD) An AATD must meet BATD-approval criteria, but it must also incorporate additional features and systems fidelity that provide ergonomics representative of a category and class of aircraft flight deck. The AATD does not need to replicate a specific aircraft make and model, although many devices do. These features allow the FAA to authorize an AATD for the following training and proficiency credits.

• Private pilot certificate - maximum of 2.5 hours • Instrument rating - maximum of 20 hours • Instrument Proficiency Check - per FAA-S-8081-4E (circle-to-land not authorized) • Commercial pilot certificate - maximum of 50 hours • Airline Transport Pilot certificate - maximum of 25 hours • 14 CFR part 141 as limited by the applicable appendices, or under a special curriculum approved under 14 CFR section 141.57.

A quick way to remember the difference between basic and advanced is that the advanced version must be more representative of the aircraft cockpit design. It must also include a GPS and autopilot configuration.

Source: Marcel Bernard is an FAA Aviation Safety Inspector and the Aviation Training Device Manager with the agency's General Aviation and Commercial Division - FAA Safety Briefing September/October 2012.

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ATC Training

New Training Horizons Group Editor Marty Kauchak provides insights on the latest training challenges and opportunities facing the US air traffic control force, and offers a glimpse of developments for its counterparts in NAV CANADA.

A

ir Traffic Controller (ATC) training is prominent on the US Federal Aviation Administration’s (FAA) near- and long-term personnel management horizons. Indeed, in the next 10 years, the administration intends to replace the Baby Boomers who are retiring from air traffic control by hiring 10,000 new controllers. Tony Gagliardo, the FAA’s Director of Safety and Technical Training, said his organization is implementing certain measures to address the challenge that is now facing the workforce due to this generational shift.

In one instance, the FAA is modernizing its training methods and instructional approaches to better suit today’s learners.

Elsewhere, the administration’s Office of Technical Training is undergoing a paradigmatic shift in how it utilizes technology to train and appeal to its diverse workforce.

Gagliardo emphatically linked the FAA’s focus on upgrading the ATCs’ training readiness and his organization’s training capabilities to air traffic safety. He noted an extract of MITRE’s March 2012 “Review and Analysis of Air Traffic Controller Education and Training” stated, “The transformation is expected to ensure that capable, flexible, high-quality learning tools are in place to handle the training needs while better educating air traffic controllers to perform their jobs effectively and maintain the safety of the” National Airspace System (NAS).

Technology Enabled Instruction Accessions into the US ATC community have a straightforward path to being assigned a seat in one of the nation’s air traffic control towers or other operational sites.

The FAA has a three-pronged approach for selecting qualified 14

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air traffic controller candidates. The first step in this process involves screening the individual. Gagliardo said the candidates must take the AT-SAT (a competency test) and score at least 70 percent on the test in order to be assigned to an employment facility. “Once the candidate successfully completes the AT-SAT, they are placed in a facility based on vacancies, location preference and complexity level,” he said. Once the controller is placed at a facility, he or she must undergo approximately three months of training at the [Oklahoma City] Academy.” The accession training includes lectures and scenario-based simulation problems. And “once the candidate has successfully completed these courses, they must take and pass the Performance Verification (PV) examination,” Gagliardo pointed out.

Where the training processes within the FAA have largely been instructorled, transitions are taking place within the classroom that includes updated, technology-enabled curricula. Some of the learning technologies aspiring FAA ATCs use include eLearning and webbased training. Gagliardo again refer-

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enced MITRE’s March 2012 report to emphasize the importance of learning technology in his organization: “The use of technology in education and learning is no longer an add-on to training; it is woven into the training curriculum.” He added, “The use of technology in training will not only enhance the learner’s experience, it will also reduce the overall costs associated with supporting traditional classroom environments.”

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Aspiring NAV CANADA ATCs use a blend of technology to enable their instruction, including a tower simulator at the training unit in Moncton, New Brunswick.

Image credit: NAV CANADA.

The ATCs’ training syllabus remains dynamic, adding content about the latest systems and technologies in the NAS, including Performance-Based Navigation (PBN). The technology enhances safety, capacity, efficiency, and access within the NAS. PBN is much more accurate and reliable than current navigation techniques because it provides three-dimensional guided arrival approach and departure procedure that is currently not available.

“To date, no accidents have been attributed to PBN,” Gagliardo said.

The ATC training organization is also eyeing two other, significant developments. The Next Generation (NextGen) Air Transportation System is a major change in the management and operation of how the US public flies. The system is being implemented across the NAS. Gagliardo noted that as the new technology and procedures of NextGen are introduced into the NAS, his community faces the challenge of not only maintaining what is already a rigorous training agenda, but that of adding completely new dimensions to the program. “Some aspects of NextGen will drastically change functions performed by controllers while others have less of a direct impact on the day-to-day operations,” he said, and continued, “Regardless, each newly introduced system or procedure requires an extensive look at the degree of impact as the design and development of a comparable training solution for existing certified controllers as well as revising the current programs for new controllers coming into the agency.”

Another watershed challenge facing the US civil aviation community will be the integration of unmanned aerial systems (UAS) into the NAS. This spring the FAA called for proposals to select six sites nationwide to test the integration of unmanned aerial vehicles into the NAS by 2015.

Gagliardo recalled that simulators and other learning technologies help train and prepare the US Air Force and other services’ members for foreign and domestic missions within the NAS, and provide for UAS training. The FAA training official also added the “challenges such as the lack of an onboard pilot to see and avoid other aircraft and the wide variation in unmanned aircraft missions and capabilities must be addressed in order to fully integrate UAS operations in the NAS in the NextGen timeframe.”

NAV CANADA’s Experience ATC training may also be viewed through the lens of NAV CANADA, a private sector organization. Margaret Martin, NAV CANADA’s Director of Operational Training, provided one high level perspective of her entity’s successes in the training sector when she noted, “We can say that NAV CANADA’s own training programs have improved significantly since privatization

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ATC Training in 1996. We have been able to reform our selection process to make it more cost-effective and ensure it delivers high quality candidates. We have also been able to introduce new trainingsupportive technologies in a highly responsive manner based on the appropriate business cases being met.”

Martin outlined the accession process for her program’s candidates, noting they initially use NAV CANADA’s online candidate applicant tracking system to guide them through a hurdled application process. After creating an account and providing pertinent personal information and work history, candidates take two online tests: a work personality test and a general knowledge test. “Those who succeed at this stage become eligible to participate in more comprehensive, in-person testing that evaluates a number of abilities (e.g. information processing, memory, communication, multi-tasking) and includes a paper-based simulation exercise,” Martin said, and continued, “Candidates who succeed at this stage participate in telephone interviews with experienced controllers, then a final interview with training program and local managers. Those who are successful throughout the process enter our pool of candidates available for upcoming training courses.”

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Training Overview

Need Your Help

Candidates who enter one of NAV CANADA’s training programs first complete a 60-hour computer-based training module. They then enter the classroom environment where they learn all the basics of air traffic control, the manual of operations and specialty training. Martin pointed out that for tower controllers this component lasts from 4 to 6 months. “For area controllers, this component lasts approximately 7 to 14 months. During this period trainees also receive simulation training. After completing classroom training, trainees enter on-the-job training where they perform the job supported and coached by a licensed controller who serves as their on the job trainer,” she added. On-the-job training lasts from 4 to 12 months for tower controllers and 6 to 12 months for area controllers, until they are issued their license.

Aspiring NAV CANADA ATCs use a blend of technology to enable their instruction. Students’ initial exposure to learning technology is during pre-course learning with a computer-based learning program. “As students enter the classroom environment, they are provided with an iPad that includes manuals and other reference materials, materials for demonstration purposes as well as commercial simulation applications,” Martin said.

The NAV CANADA training leader noted during simulation training, the goal is to support skill development prior to onthe-job training. “The tools used include generic tower simulators and complex tower simulators (which closely represent the environment in one of NAV CANADA’s more complex environments, such as at CYYC [Calgary International Airport]) for tower controllers,” she explained. For area controllers, NAV CANADA employs desktop simulators in the classroom as well as highfidelity simulators for specialty training that closely mirror specific airspace sectors. “These integrate with NAV CANADA systems to present the trainees with the same computer-human interface and hardware platform employed in the operational environment in our Area Control Centres,” she added.

NAV CANADA’s courses use customized technology

As the FAA embraces learning technology to bolster its ATCs’ training readiness, some program shortfalls remain. As a follow up, Gagliardo shared his “help wanted” list.

The first training challenge within the FAA is that there are not enough simulation devices available in the inventory.

“In other words, not all FAA locations have simulation capabilities,” the administration official said.

The training leader also notes the high sticker price on simulation systems and other learning technologies. In a suggestion that would resonate clear with his military counterparts, Gagliardo remarked, “The FAA needs to encourage industry and collaborate with the government to find more effective ways to disseminate information.”

Finally, “it is difficult to find instructors who are experts on simulation, and to locate resources that can fulfill training requirements,” he concluded.

NAV CANADA’s Martin noted that a key area of interest for her organization is ensuring the simulation environment closely mirrors the real world environment so that students acquire the necessary skills to help them transition into the operation. “Our programs benefit when there is a high degree of compatibility/ integration between simulation and operational systems,” she remarked. cat

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Instructors support students in an FAA Academy classroom with one-on-one learning and other instructional strategies.

Image credit: FAA.

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Maintenance Training

Maker’s Way Engine maker training programs for AMTs continue to evolve in light of the development of new technologically advanced and fuel-efficient powerplants.

Robert W. Moorman explores the changes in AMT training.

At present, RollsRoyce has training sites in Indianapolis, Alesund, Norway; Singapore; Bristol and Derby, UK. Image credit: Rolls-Royce.

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T

he ongoing development of engine manufacturers’ training programs for Aircraft Maintenance Technicians (AMTs) is somewhat like a two-part series.

In book one, readers learn how engine suppliers have spent millions of dollars developing AMT training centers for their customers. In book two, we learn how these centers have expanded their training programs to regions more accessible to their customers. The evolution of AMT training continues.

Part of the service package an airline gets when purchasing a new engine is a guaranteed number of training days for AMTs. GE, CFM International, Rolls-Royce and Pratt & Whitney all provide these AMT training services. Manufacturers typically offer total care packages with the sale of new engines, which includes training programs that could help to reduce warranty costs for the OEM. Typically, the training is tailor-made, based upon the type of operation customers have. GE Aviation’s Customer Technical Education Center (CTEC) in Cincinnati provides standard AMT training for the GEnx, GE90, CF6, CFM, CF34 and CT7.

Basic borescope inspection and line maintenance training also are taught on these engines, and digital training solutions are provided.

CTEC will soon expand the scope of its customer training programs to include Customer Operations Leadership Training (COLT), which teaches the operational aspects of engine maintenance. Specific details of the actual training scenario have yet to be released. But AMTs, who eventually want to become managers, should be on the lookout for further details from GE, said CTEC Manager Tim Meyers. In Cincinnati, GE trains around

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5,000 customer students per year and provides about 15,000 days of training.

GE also has an AMT training facility in Doha, Qatar, which is part of the GE Advanced Technology & Research Center (GE ARTC). The 144,237-squarefoot facility, which opened in 2010, includes six digital classrooms, as well as 14 engine/tool bays for hands-on training.

CFM International, the joint venture between GE Aviation and Snecma, a unit of the Safran Group, has training centers in Paris, Guonghan City, China and Hyderabad, India. More than 10,000 AMTs have been trained at the Aero Engine Maintenance Training Center (AEMTC) in China since it opened in 1996.

Eighty-percent of CTEC’s mission involves a five-day familiarization course.

Two days involve classroom training, in which students are shown 3D models that can be taken apart virtually. Students see the computer generated components and learn the processes behind those items. For the three remaining days, students receive training in the engine shop. Students are taught to

remove an engine from a pylon, components removal and engine inspection as it correlates with the engine manual. All training is engine specific, said Meyers. GE launched Repair By Piece Part Replacement Training over a year ago to instruct students how to break down an engine module into pieces.

For basic engine maintenance training for newer powerplants, CTEC incorporates Information Technology (IT) such as 3D models and interactive exercises using iPads to dissect the engine. Meyers said training methodologies have evolved over the years to appeal to younger technology-savvy students.

Keeping training methodologies current is one of the reasons GE launched CTEC University. The online school allows students to call up 3D and/or audio enhanced training modules at any time. GE provides advanced AMT or Level 4 heavy maintenance training. The students are taught to remove and repair various modules of the engine, such as the fan section, the Low Pressure Turbine (LPT), the High Pressure Turbine (HPT) and compressor, the first component in the engine core.

Meyers explained that “the MRO in many cases is breaking the engine into modules and sending it to one of our service shops. So we teach a module level course for large commercial engines.”

GE offers an optional 5-day specialized diagnostic course to show students how to read and interpret engine data. The CTEC line maintenance course includes next generation borescope training in which 3D imaging tools are used to provide a photo or video of the engine’s interior.

GE continues to modify the syllabus to include new engines and improvements to existing powerplants. GE accommodates technologies introduced or enhanced in the GEnx family into the curriculum. CTEC does not provide composite repair at any of the maintenance training facilities. “We try and explain the differences of technology on that engine and troubleshoot faults of the engine, versus going into specific repair,” Meyers said. If the

engine is more complex because of exterior configuration, “we provide methodology on the most productive way of providing maintenance on a complex engine,” he explained.

Other Players Although capable of housing larger engines, the Rolls-Royce Regional Customer Training Center (RCTC) in Indianapolis, Ind. focuses mainly on AMT training for small civil engines, of which the biggest is the BR715, the 23,000-pound thrust capable powerplant for the Boeing 717-200. The BR700 family of engines also powers several business jets, including the Bombardier Global Express, Gulfstream V and Citation X. The BR725, powers the newer Gulfstream G650.

RCTC also provides maintenance training on the AE 3007, which powers the Embraer E135 and E145 regional jets.

The facility also provides AMT training on engines for civil and military rotorcraft. RCTC provides AMT training for 1,200 students annually. A threeday engine familiarization course, a skill Level 1 class, is offered. Students learn about engine configuration, key external engine components and internal instruction design, which includes airflows and oil flows through the engine, an important skill when servicing and troubleshooting the engine.

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Maintenance Training “We try and provide a tiered system” to training, said Stephen C. Ley, Head of Customer & Product Training for North America. “We find that most of the maintenance technicians have a good understanding of engine basics.”

Learning or relearning basic AMT skills is beneficial, but for a number of AMTs, the five-day course allows students for the first time to interact directly with the OEM. The idea, said Ley, is to give a student a deeper understanding of “what I’m doing, why I’m doing it and how it fits into the bigger picture.”

Training AMTs today is not about the using latest in training devices and techniques, but about gaining overall understanding of the process in classroom and on-floor practical training.

As for technology, RCTC is careful about what devices are used. So-called 3D trainers “have minimal value,” said Ley. “Our customers are telling us they prefer more hands-on skills training.”

RCTC doesn’t teach students how to tear down an engine, with one exception, the M250 turboshaft powerplant. Hands-on sessions are coupled with self-paced, computer-based training.

The object is to enable the operator’s AMTs to perform line and heavy maintenance, inspection, and troubleshooting and ground checkout on the entire M250 family of engines.

RCTC provides familiarization, line and heavy maintenance training for the RR300 turboshaft engine, the exclusive powerplant for the Robinson R66 helicopter. Robinson mandates that all dealers must take an RR300 engine familiarization course as a requirement to becoming a dealer.

Internet Value Ley said Rolls-Royce is becoming more involved with e-learning to supplement existing traditional instruction. Company instructors utilize a robust process (MS 7.2) to design and develop content that is contained within its Rolls-Royce Quality Management System (RRQMS). Quality and content design is reviewed at regular intervals.

This process also includes a critical step that involves capture of customer training requirements and desired business outcomes to ensure that the Return on Investment is maximized, Ley said. Instructors are trained to design learning content using a flexible set of tools and templates found within the online based MS 7.2 Support Center. Content is created using the Adobe e-learning suite, which includes Captivate. A variety of media tools are used from video clips, audio, photographs, animation and 3D visuals. The intent is to create a learning package that is effective, practical and cost effective.

Sometimes students come to RCTC to develop specific skills, not take a full round of courses.

“It doesn’t make any sense to sit through a five-day maintenance training class just to learn a few skills,” Ley said. “Why not create an online job aid that is based upon a specific need?”

Ley said the goal is to convert some existing instructor-led engine familiarization courses to online courses, which customers can access through Rolls-Royce MyLearning.

Online courses are good for product familiarization or gaining access to job aids that are targeted to specific in-service tasks.

Training online provides flexibility, plus online training is selfpaced and offered 24/7. Training can also be deployed using 20

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mobile devices. “This is the direction we want to head, so do our customers,” Ley said.

There are other reasons why OEMs are relying more on online instruction.

Such a service provides value to the customer and reduces risk for Rolls-Royce in executing the engine contract. Online task aids save money for the OEM in nofault found incidents and for the airline in lost revenue from taking the aircraft out of service unnecessarily.

With its Total Care fly-by-the-hour package, Rolls-Royce is responsible for all engine parts and shop visits. Competitors’ fly-by-the-hour packages also provide for parts and upkeep of the engine.

Rolls-Royce Customer & Product Training is also developing what is known in-house as Data Driven Learning Solutions (DDLS), which AMTs can review as an online job or task aid. This process blends Rolls-Royce’s knowledge of its products and current inservice issues with its training content design processes to create concise and targeted learning solutions that can be deployed online, in classrooms and elsewhere.

Rolls-Royce says it is seeing “an increase in the number of requested quotes” for off-site AMT training services at or near the customers’ base of operations. The trend is being seen in “both

Above Pratt & Whitney’s CTC teaches several hundred courses per year to over 4,000 students globally.

Image credit: Pratt & Whitney.

Right GE Aviation’s Customer Technical Education Center.

Image credit: GE.

corporate and regional aircraft markets and well as those in defense.”

At present, Rolls-Royce has training sites in Indianapolis, Alesund, Norway; Singapore; Bristol and Derby, UK. Other sites are under review.

Across the pond, Rolls-Royce’s AMT training on large commercial aircraft engines continues to evolve at the company’s Derby facilities, where all variants of the Trent engine are made.

AMT training continues on the Trent 900 powerplant for the A380 as well as the Trent 1000, which is offered on the B787. Rolls-Royce now offers engine removal and installation training for the Trent 1000 when the first B787 is delivered. Like other OEM programs, RollsRoyce training for the Trent 900 and 1000 includes troubleshooting, which helps ensure longer time on-wing, with better on-wing service. Students visit Derby for Rolls-Royce’s required eight-day classroom and practical course, which includes software and hardware training aids.

More Responsibility The biggest change at Pratt & Whitney’s Customer Training Center in East Hartford, Conn. is the increasing training of AMTs on powerplants made by International Aero Engines, the joint venture between Pratt & Whitney and several

companies. The original collaboration involved Pratt & Whitney, Rolls-Royce, Japanese Aero Engine Corporation, MTU Aero Engines and Fiat Avio. Fiat Avio dropped out early on and Rolls-Royce sold its 32.5% stake in late June 2012.

“We will be able to train to one source at one location,” said Andrew Bordick, Manager of Pratt & Whitney’s Customer Training Center in East Hartford, Conn.

In keeping with the IAE integration, Pratt & Whitney will grow its other major AMT training center in Beijing. The expansion at the China Customer Training Center (CCTC) will include sending a V2500 engine for training. Further growth at the China center will depend upon sales of the Pratt & Whitney engines in the region.

Bordick said Pratt & Whitney is considering developing additional training facilities in the Middle East and India.

The company continues its’ “On-Site” training program where instructors train AMTs at or near the customer’s headquarters, typically. This training, which applies to commercial and military engines, is expected to grow, Bordick said. An On Site team is currently in Pakistan.

“The intent is to go where the customer demand [for training] is,” he said.

On Site training does not include traveling with a full size engine as the manu-

facturer thinks this would be expensive and counterproductive. However, sending an engine to a fixed facility, such as the CCTC for long-term use is worthwhile, Bordick said.

Pratt & Whitney is developing courses for its’ highly fuel-efficient geared turbofan engines, such as the PW1000G, which will power the Airbus A320neo. Bordick describes this 3D aided training as a “real step change in what we do for customer training.”

CTC offers AMT’s an instructor led familiarization course with hands-on training as well as advanced training, plus on-demand courses that focuses specifically on one engine and or its’ systems. CTC’s troubleshooting course is designed to deliver a variety of faults for multiple aircraft platforms. The PTS simulation software uses multiple monitors to accurately display fault isolation.

Troubleshooting exercises use actual electrical, hydraulic and other schematics, which respond as the aircraft would to each troubleshooting procedure.

Graphics provide a physical representation of the aircraft or system being examined.

The center also augments certificated courses with systems understanding courses using 3D models that can be highlighted for better understanding.

Pratt & Whitney is working to provide students with their own tablet.

Like other engine makers, Pratt & Whitney utilizes e-learning for instruction, but stresses that it is only one segment of a broad-based curriculum. e-learning should be “supplemental”, not a primary source of instruction, said Bordick. The company will use e-learning to provide “vignettes” on component instruction.

Pratt & Whitney’s CTC teaches several hundred courses per year to over 4,000 students globally.

Some AMTs continue to seek maintenance training from manufacturers’ approved independent training houses.

But customers will insist that their AMTs receive initial and advanced training directly from the engine manufacturer as part of an engine purchase agreement, which makes sense, considering the manufacturers know more about their engines than anyone. cat CAT M AGA Z INE 3 . 2 0 1 3

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Civil Simulation and Training news Issue no.35 Spring 2013

CAE Oxford Aviation Academy introduces 35 training aircraft from Piper to its fleet CAE Oxford Aviation Academy recently announced the introduction of 35 Piper single-engine and twin-engine training airplanes to its training fleet. The agreement with aircraft manufacturer Piper includes firm orders for 22 singleengine Archer TX training airplanes and 13 twin-engine trainers, as well as parts and service. Deliveries will start this summer with 27 of the new aircraft going to CAE Oxford Aviation Academy in Phoenix, United States, and eight being sent later in the year to CAE Oxford Aviation Academy in Oxford, UK. This initial order for 35 aircraft is part of a five-year fleet replenishment initiative agreement between the two companies. Under the agreement, CAE has designated Piper as its Preferred Aircraft Provider. CAE’s long term needs include the possibility of additional orders to continue its efforts to modernize the CAE Oxford Aviation Academy fleet.

“These Piper aircraft are equipped with multiple systems designed to enhance training and safety of flight, including flight data feedback systems and traffic awareness technology,” said Jeff Roberts, CAE Group President, Civil Simulation Products, Training and Services. “This addition of modern glass-cockpit aircraft is part of our goal to continue to make CAE Oxford Aviation Academy the highest-quality, safest network of cadet flight schools in the world. Once cadets complete their flight training at our academy, part of the world’s largest commercial pilot training network with long-term and joint venture relationships with airlines on every continent, they will be ready to fully realize their dream of becoming airline pilots.”

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“Piper is absolutely delighted that CAE Oxford Aviation Academy, a recognized world leader in civil aviation pilot training, has selected our company for its next large fleet procurement of learning aircraft,” said Piper President and CEO Simon Caldecott.

All of the aircraft will be equipped with Garmin G1000 avionics suites and Garmin Traffic Advisory Systems. The aircraft will have satellite enhanced dual antenna traffic awareness technology, enabling one-second updates for traffic situational awareness.

The aircraft will also become the first ab initio aircraft in the world to be factory-equipped with CAE-designed flight data analysis and cockpit video recording systems. These systems record data, audio and video and are important new additions to CAE’s Safety Management System (SMS). The recorded information will be replayed through the CAE Flightscape Insight flight data analysis software.

It will enable students to debrief immediately after a flight using flight animation with synchronized audio/video and will allow CAE to gather statistical trends for longer term safety and performance benefits. This initiative provides for more consistent high-level training with objective flight animations and metrics to enhance the overall learning experience.

www.cae.com

CAE extends partnerships with key customers CAE has concluded a series of long-term training and services contract renewals with key customers including Virgin Atlantic, Brussels Airlines and Arik Air, thereby strengthening its customer base for commercial aviation training services over the next five years.

CAE to continue to serve Virgin Atlantic at Burgess Hill

Arik Air selects CAE as exclusive supplier for the next five years

CAE has signed a three-year extension to its existing training services agreement with Virgin Atlantic to support the carrier’s pilot training requirements on the A330/ A340 and B747 aircraft platforms, thereby meeting their aircraft fleet expansion plans up until 2019. Training will be conducted at CAE’s training centre in Burgess Hill, UK, on newly-upgraded full-flight simulators.

CAE has extended its long-standing relationship with Arik Air by concluding a five-year exclusive agreement which runs until 2018. Arik Air has been training with CAE and the former Oxford Aviation Academy since it began operations in 2006. Under the terms of this agreement, Arik Air will train its A330, A340, B737, CRJ, Q400 and Hawker 125 pilots exclusively at CAE training centres.

Five-year extension with Brussels Airlines

“We are delighted that Virgin Atlantic, Brussels Airlines and Arik Air have once again put their trust in CAE for their growing pilot training need. We look forward to continue being their partner of choice and to help them train their crews to the highest levels of safety and efficiency.”

CAE has signed a five-year extension to its existing training services agreement with Brussels Airlines to support the carrier’s pilot training requirements on its growing fleet of A320, A330, Avro RJ100 and B737 platforms. Training will be conducted at CAE’s training centre in Brussels, Belgium. Brussels Airlines has been a CAE customer since 2008.

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

5/20/2013 3:12:57 PM

Image credit: Boeing.

Industry Views

The Only Way is Up Chris Long considers what the future might hold for the industry.

F

or most people in the aviation training industry, the key benchmarks and predictions come from the major global players of ICAO, IATA and, of course, the aircraft manufacturers. Both Airbus and Boeing apply considerable resources to research and publish comprehensive forecasts of future demand, and for those in the industry who don't have the means to carry out as complete a survey, these are a critical source of information with which to do their own planning. But all too often the headlines imply that the burgeoning new aircraft sales are the sole source of training demand.

Patently that is not the complete picture, so it is worth listening to others who are in the workplace who are directly involved in either providing the training tools or delivering training across the range of disciplines.

Mature Markets There is general agreement that within the USA and Europe there is either flatline training demand or, at best, slow growth. However, that does not mean that there is no training requirement.

The sheer scale of both of those markets means that there is a significant on-going training need, and whilst there is a pent up demand for new equipment and training systems, at the 24

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moment there is only very limited cash available.

Not only is recurrent training on the existing large fleets an essential task, but, in the USA at least, as a result of airline mergers and fleet rationalisation, there is a strong market to convert crews to different aircraft types. Because these are generally legacy airframes, there is already a well-established training infrastructure available; the drive therefore is to use existing platforms more efficiently.

The fact that this form of training involves older aircraft types, and has to take place in an environment of tight financial constraints, has resulted in a rapidly increasing use of recycled aircraft parts to provide, for instance, actual fuselage sections and over-wing exits to build very effective but (relatively) low cost cabin crew training tools. Similarly the use of recycled cockpits to serve as a base for more sophisticated training aids, up to full flight simulators, may not have the glamour of the high-end devices, but can be very attractive when costs are compared.

Reinvigorating some of the earlier generation of training tools with updated software and capability also has its place.

This market has been around for some time, but recently seems to be gaining traction as airlines and training providers continually search for less costly solutions.

In the ab-initio pilot training market

there has been a huge impact on demand, not of the airlines, but of a generation of potential new entrants in these mature markets, where the consequences of the 1500 hour rule in the USA, and the high cost of entry into the industry has drastically reduced student entries.

Developing Markets The real excitement is generated by the growth of the industry away from those baseline markets. In many ways the Gulf airlines should perhaps no longer be regarded as part of the developing markets â&#x20AC;&#x201C; it is true that they are still expanding, but many of them are now well and truly established. There is certainly further significant growth predicted there if the huge aircraft orders are anything to go by, but that expansion is based on growing an existing infrastructure. One challenge to the smaller players in penetrating this market is that, frequently, the involvement of local partners and the requirement for local control is a legal imperative. When your company is not big in international terms, finding such influential partners can be a challenge and has perhaps slowed the opening of this market to the smaller provider.

Now that the centre of gravity of the aviation industry has been recognised as moving away from the traditional bases, the forward planning has moved with it,

Image credit: Boeing.

and not only to Asia. Eyes are turning to South America and Africa as expanding markets where there is not only increasing demand but, where critically, the other essential element for development â&#x20AC;&#x201C; funding, is being made available as the resources of these regions are becoming fully exploited. Ethiopia is a classic example of this.

Where these new markets are really exciting is where there is either limited or expanding infrastructure. This is where the majority of new aircraft sales take place, and therefore where training tools appropriate for the latest generation of aircraft are needed. The opportunities for companies with the vision and will to present their offerings are still growing, not just in tandem with the newly-delivered western-built aircraft, but also to support the likes of China, Russia and Japan who are determined to build up their indigenous aircraft manufacturing capability.

Return to Instructors Whilst the use of technology to enhance training is essential, one ingredient of training which is regaining importance

is that of the instructor. Now that the generation which has been brought up using online training and e-learning of whatever type has been in service, there has often been a noticeable shortfall in retained knowledge later on in their careers. Those with hands-on experience of delivering training on a more modest scale are noticing that the refresher courses, or those courses notionally building on earlier qualifications, sometimes reveal a fundamental lack of understanding of basic principles.

The view offered by such training providers is that whilst a quick multi-choice exam completed immediately after a course of online study will usually yield competent results, the lack of interaction with an instructor means that essential understanding, as opposed to rote learning, can result in basic principles not being absorbed. This makes application of that knowledge later on in operation or during additional training problematic.

The answer, they say, is to have good instructors involved throughout the learning process. The key, as ever, is to use the appropriate technology in the

right context. One interesting observation is that with the increasing use of, for instance, iPads, there is little differentiation between a purely leisure activity driven through the iPad, and the serious work of study. Consequently the average human finds it challenging to differentiate between that knowledge which must be retained and that which is for fleeting amusement. This was not a comment delivered through the rigour of academic study, but rather the view of an experienced professional, but it is certainly worth thinking about.

Overall Optimism As expected, the global training industry has variation in both level of demand from a regional perspective and typespecific training. The important lesson is that there are many reasons for optimism; in spite of local flatlining in growth, the overall picture is one of increasing expansion.

No industry is free from the consequences of some form of global slowdown, but at the moment the only way is up. cat

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Framework

Image: Aviation Skills Partnership.

Apprenticeships

New Apps for UK Chris Long reports on a new apprenticeship scheme recently launched in the UK.

O

ne of the major challenges for many countries is the funding of the expensive training for aviation professionals, in particular for those wishing to start pilot training. The high cost has put it out of the reach of a very large proportion of the population, and this at a time when the industry is struggling to attract enough new entrants of the right quality.

Many western countries lag those of the Gulf and Asian regions in this respect, so it is pleasing to see an initiative to remedy this now in the UK.

Higher Apprenticeship in Professional Aviation Pilot Practice (HAPAPP) The catchy title of this scheme clearly demonstrates its governmental origins. For many years there has been active debate within the UK to formally identify the aviation industry as being similar to other professions, and therefore eligible to be considered for some form of government help in funding training.

Until this step could be made, those entering the training for professional pilots' licences could not access the same sort of loans/grants which are available to other professions. So, the challenge was to devise a course of education which would yield a qualification which embraced both a degree and a professional pilot licence. Elsewhere, for instance in the USA, that path has frequently been through a degree in aeronautical engineering, part of which includes a professional pilot licence.

A signification attribute of this new UK pattern is that there is no distraction on an ancillary discipline â&#x20AC;&#x201C; the course is designed to recognise and facilitate a depth of study focussed on the competencies of the new job. Middlesex University is the overreaching authority, in that, once the course is completed, it awards a degree, a BSc Honours Professional Aviation Pilot Practice. This meets the UK Government Level 6 qualification for work.

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The course content will normally include more than simply the CPL/IR/Frozen ATPL or MPL. The concept is based on creating a framework which can be adapted to a number of scenarios to thoroughly prepare a new entrant for the role as a revenue-earning pilot in the right hand seat of a commercial aircraft with no further training required. Not only will it typically include a type rating, but, for instance, where an airline has been involved in the training in the pursuit of a MPL, the course can also include such other disciplines as exposure to, and training in, airline culture, Safety Management Systems (SMS) or management background studies. Similarly it has been created to enable several different forms of entry with a variety of subsequent pathways â&#x20AC;&#x201C; these can vary from someone embarked on an integral training package with an airline, to a student who has already made progress in licence acquisition, to a self-funded student who is looking for an interest-free loan through the normal government-approved student loan process. Each case will have to be approved through the Middlesex University/Aviation Skills Partnership team, and, of course, the non-licence studies can be completed even after entry into service.

Development The really encouraging element in this whole process is that after years of separate discussion and concern, all the major players were drawn into the debate to work together to find a flexible and practical solution. Back in 2007, Simon Witt, now CEO of Aviation Skills Partnership, who, although not himself a pilot but having worked at British Airways and Flybe, started consulting with other groups to try to address the funding and recognition problem. Eventually a comprehensive group of players was pulled together. This included the regulator (in this case the UK CAA), the educational establishments, Middlesex University, the end-users â&#x20AC;&#x201C; most UK airlines, ATOs and some neutral sources of expertise, including the Royal Aeronautical Society (RAeS), the London-based Guild of Air Pilots and Air Navigators (GAPAN) and the British Business and General Aviation Association (BBGA).

The UK government was involved through the National Apprenticeship Service and it was helpful that its own Higher Apprenticeship Scheme was rolled out in March 2012, which had provision under which bids could be made to qualify specific professional training schemes. The HAPAPP was approved following this process, and the first students start their training in September 2013. Promoting awareness of this option will be carried out through the normal schools career advice, as well as via other aviation channels such as aviation cadet organisations, RAeS, GAPAN, the aviation skills network and others.

In these cash-strapped times it is encouraging to see a concerted and effective effort to bring together all the interested parties to set up a structure which will support training of the new generation of aviation professional. The principle which has now been established will gradually roll out internationally via ICAO/IATA initiatives as well as to support training in other areas of the aviation industry. Considerable progress has been made in adapting this to cabin crew training, and discussions are underway to bring this system to entrants into Air Traffic Control. All in all an optimistic start to a framework which could, and perhaps should be the start point for future aviation professionals in the UK. cat

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Show Report

Extracting and Enhancing Human Performance The 16th World Aviation Training Conference & Tradeshow (WATS) flew into the Rosen Shingle Creek Resort, in Orlando, Florida, April 16-18. Conference Chair Chris Lehman files this report.

W

ith 1,000 attendees hailing from 49 countries and 94 airlines, WATS demonstrated again that it is the largest gathering of aviation training professionals. The four conference tracks - pilot training, regional airline pilot training, cabin training and maintenance training were supplemented by new breakout sessions, including a Latin American training focus conducted in the Spanish language.

With Gold Sponsor CAE, some 56 exhibitors showcased their training and simulation know-how.

Opening with a Flourish Opening Keynote addresses were delivered by Peggy Gilligan, the FAA’s Associate Administrator for Aviation Safety, as well as US NTSB Member Earl Weener. The theme of WATS 2013 was all about human performance, and Gilligan quickly got to the core issues. While quipping that she didn’t know what some delegates may be doing on their devices, she acknowledged the pervasive “anytime, anywhere” nature of information, and the huge technical advances in aviation operations. “Technology is not the answer to every problem, and there’s no place for a ‘set it and forget it’ attitude in aviation.” Emphasizing the power of safety cultures, Gold Sponsor:

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2 colour version

the Associate Administrator also cited the need to cultivate professionalism, mentor the next generation, and embrace a “back to basics” training mindset.

Earl Weener of the NTSB continued the opening remarks by posing the question “Is safety cyclical?” He noted that safety efforts can range from the “Do it once, get the gain and it sticks,” to the issues that you have to continuously work at to retain the gain. Then there are those that you think you solved, you relax and they come back to bite you again. In a time when the accident rate for commercial aviation has never been lower - 2012 was the safest year on record - Weener outlined what he called “the paradox of safety”, which is “… when you get really good at preventing accidents, the apparent need for those measures can go away.”

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NTSB's Earl Weener (right) and FAA's Peggy Gilligan (above) delivered this year's keynote addresses.

All images: David Malley/ Halldale Group.

Combined Stream Presentations began with Viktor Robeck of IATA, Captain John Cox of Safety Operating Systems and Captain Jacques Drappier of Airbus. IATA emphasized its ITQI initiative which aims to increase the personnel resource pool by improving industry attractiveness and the effectiveness of training through the development of competency based training. Cox outlined the need for increased understanding of inflight smoke and fire events, including the risks of onboard lithium batteries given the number of passenger devices carried onboard. Drappier then nailed the entire conference theme, stating that technology remains a “tool” not the solution to help crews and technicians maintain current safety performance levels. He also called on the industry to establish a new definition for the instructor role, so that they are seen as coach, guide, facilitator and mentor.

WATS Pilot Moderated by long time moderators Peter Moxham and Dr. Michael Karim, the dedicated WATS Pilot sessions began with ICAO’s initiatives to sustain human capital such as the Next Generation of Aviation Professionals (NGAP), as well as ICAO’s input in the International Pilot Training Consortium (IPTC).

CAE Oxford Aviation Academy picked up on the human capital theme by discussing their pilot provisioning services, while FlightPath International delivered a summary of their activities in MultiCrew Pilot Licensing (MPL). Increasingly being adopted outside the US, the MPL’s competency-based training philosophy has proven effective, but there are many misconceptions. The session was rounded out by a presentation from the Korean Government on Aviation Personnel Licensing.

As a prelude to the dedicated Regional Airline sessions to come on day 2, the final session of the day looked at the issue of US regional airline pilot supply and demand, and was led by the Regional Airline Association’s (RAA) Training Committee. According to AirBronze Sponsors:

lines for America, with some 27,000 pilots to retire between now and 2025, the community will need about 44,000 pilots. Complicating matters is pending congressional legislation for new hire F/O’s, including 1,500 hours and an ATP. Compelling training “lessons-learned” were provided by Kalitta Air on AQP adoption, and by Finnair Flight Academy on training for “economical operations” in scheduled service. Over the last few years CAT has followed the Upset Prevention and Recovery Training (UPRT) initiatives, and ICATEE provided a detailed update. Pinnacle stated that pilots must be able to recognize a high altitude stall and be subjected to “startle” events in the FFS. Alaska Airlines outlined their renowned Runway Safety program which includes the adoption of a new technology RAAS and enhanced SOP’s.

Excellent keynote address by Peggy Gilligan #wats2013: technology can't replace situational awareness or the need for training. To the point!

– @SmetFrederic

RATS Pilot Led by the RAA’s Training Committee, with particular support from Scott Foose, Paul Preidecker and Darrin Greubel, an entire day was devoted to regional airline training issues. Front and center was a pilot labor forecast research project by the University of North Dakota (UND). A mere 53% of instructors surveyed will choose the career full time, and 32 percent are re-thinking their plans due to the 1,500 hour rule. ExpressJet stated that the pilot shortage is already here – airline job fair attendance is down by 50%, their pool of applicants is nil, and only some 30% of applicants to the airline are actually qualified for a job offer.

Many of the airlines in attendance echoed the shortage theme.

American Eagle had a pool of 500 applicants but today there are less than 100 in that pool. Few saw any relief in the immediate future, but all agreed that the industry needed to do a better job of marketing the career and to be “Ambassadors of Aviation.”

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Manuals & Training Materials

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Show Report

WATS 2013 Speakers Dr. Sunjoo Advani ICATEE John Allen FAA Captain Tero Arra Finnair Flight Academy Dr. Tim Brady ERAU Captain Steve Briner GoJet Airlines Professor Lori Brown Western Michigan University Captain Douglas Burton Alaska AIrlines Kenneth P. Byrnes Embry-Riddle Aeronautical University Paul Caldwell SkyWest Airlines Jennifer Carlson JetBlue University Captain Frank Cheeseman ALPA Captain Fons Claerbout Artilligence Captain John Cox Safety Operating Systems Dr. Paul Craig Middle Tennessee University/AABI Chairman David Cropper Delta Air Lines Henry Defalque ICAO Greg Dellinger AAR Corporation Captain Hugh Dibley FRAeS Captain Alison Donway Horizon Air Dan Douglas Western Michigan University Captain Jacques Drappier Airbus John Duncan FAA Phyl Durdey Flightline Training Services Ben Ellis DiSTI Michelle Farkas Delta Air Lines Christina Ferricks JetBlue University Charles Fisher Bell Training Academy Shari Frisinger CornerStone Strategies Harvey E. Gay FAA Peggy Gilligan FAA Terry Gober Delta Air Lines Richard Gomez MedAire Michaela Green GoJet Airlines Dan Greenhill CAE Oxford Aviation Academy Captain Darrin Greubel ExpressJet Airlines Jason Griswold Brown Aviation Lease Captain Steve Guillian JetBlue University Joel Henriquez Western Michigan University Captain Pedro Herrera COPA Airlines Colette Hilliary FlightSafety International Captain Wally Hines JETPUBS Tammy Hoevel GoJet Airlines Ms. Se-eun Hwang Ministry of Land, Infrastructure & Transport - Korea Skip Jones C. Hall Jones & Associates Captain Paul Kolisch Pinnacle Airlines Jens Lange Lufthansa Technical Training Tiffany LaTour US Airways Eric Lipp Open Doors Organization 30

CAT MAGAZINE 3.2013

GoJet Airlines challenged delegates to consider going from the traditional Continuing Qualification (CQ) three day classroom and two days in the simulator, to just two in the simulator and incorporating on-line learning. These efficiencies were seen as helping to mitigate the personnel shortages. ExpressJet continued the theme with its discussion of AQP adoption and the lessons-learned.

The safety benefits and lower approach minimums facilitated with RNP-AR procedures were outlined by

notes from Middle Tennessee State University on the power of scenario-based training curriculums in primary training. The FAA opined that the new Flight Duty and Rest rule will increase safety but also increase demand for qualified flight crew members, which some see as further exacerbating the pilot shortage.

Cabin Training

Moderated by Jeanne Kenkel and Captain Al LaVoy, the cabin track dug into some of the most topical training issues impacting the com#wats2013 quote: We must use new technologies such as munity, many of which #Mobile and #AR to drive attitude, decision making and are actually common behavior while on the job.

– @TCrespo with pilot training – including the adoption of AQP. JetBlue University provided Horizon Air, who has implemented an valuable “lessons-learned” while Novair impressive training program for these looked at pre-qualification training for new technologies. United Airlines cabin crew, emphasizing the need for chimed in with the unique training chalbalance between efficiency and profilenges that were overcome during their ciency. Inflight Innovations presented successful merger with Continental Airthe power of today’s technology in an lines, and also vigorously endorsed the “integrated learning cycle” for both inipower of e-learning and their corporatetial and recurrent training. wide embrace of the technology.

Training cultures are always front Other subjects in the track included WATS Pilot Breakouts • Spanish Language Session on Latin American Training Issues Participation included COPA Airlines, Avianca-Taca, LATAM Group, Interjet and Aerolineas Argentinas • FAA National Simulator Program (NSP) Q&A Session from Atlanta-based sim qualification team • ICAO-led panel on Loss of Control (LOCART)

and materials to the tablet. JetBlue discussed the move from traditional CRM training to a Threat and Error Management (TEM) System, and “managing the cabin climate.” SkyWest discussed the power of mining AQP data for “Continuous Improvement.”

FlightSafety and CornerStone Strategies LLC, conducted an interactive session with delegates on human factors and “The Real Reason We Defy Change and Resist New Behaviours.” Health Leaders Promoting Safety looked at the issues surrounding inflight medical emergencies, and the fact that the number of incidents are increasing. Finally, a joint Western Michigan University - CA Training Solutions presentation pointed to the potential value of light therapy to reduce crew fatigue.

Left Cabin crew training stream.

Image credit: David Malley/Halldale Group.

Above New connections made on the exhibition floor.

Image credit: Lesya Hoover/Halldale Group.

Maintenance Training

Moderated by the FAA’s Dr Bill Johnson, the maintenance sessions carried on with the need for change. Lufthansa Technical Training quoted the Einstein aphorism “Learning is experiencing, everything else is just information” as the case for training for competency. and center at WATS Cabin with presMNG Technic followed on the imporentations from US Airways, Southwest tance of scenario-based training, with and Delta. US Airways discussed the AAR speaking on the value of outreach importance of a seamless transition from and partnership activities with the comthe fundamentals provided in training munity. to the practical application of those funWestern Michigan University (WMU) damentals, while Southwest discussed outlined the challenges and current the issue of collaborative learning in the initiatives that are trying to get curclassroom, and how to make the most of riculum updates underway for the Part this precious training time.

147 schools. Industry was encouraged Cultural issues continued with an to take part in the conversation via the exceptional presentation from NaviMinds survey at www.atec-amt.org. WMU on dealing with different cultures in CRM students carried the Capt Jacques Drappier of Airbus quotes Butch Harmon: misalignment theme "I respect technology in teaching, but I do not worship it." further, reporting on #WATS2013 – @EmeraldUS a project on the gaps in composite training.

BCIT provided an overview of the Canatraining, particularly with respect to dian training system noting that some of maintaining appropriate assertiveness. the same challenges apply elsewhere in The diversity theme played again with the community. a joint JetBlue-MedAire presentation on Troubleshooting is the mainstay skill caring for passengers with disabilities of the exemplary maintainer: the chaland complying with the US Part 382 Air lenge is to train this skill. FlightSafety Carrier Access Act (ACAA) regulations. described a tried and true methodology Just like the flight deck, the cabin based on the principles of troubleshoottraining world is going paperless. GoJet ing, and the Bell Training Academy Airlines discussed the issues surroundcontinued by outlining the 140 active ing transitioning from paper manuals

Victor Liriano Airbus Americas Hans-Jorg Lötter infoWERK Professor Kent Lovelace University of North Dakota Captain Scot McBride ExpressJet Airlines Michael McCasky United Airlines Keith McGann FlightSafety International Anna Mellberg Novair Captain Lou Nemeth CAE Ivan Noël Inflight Institute.com Captain Alex Osleger Republic Holdings Larry Parrigin Southwest Airlines Mitesh Patel L-3 Link Simulation & Training UK Captain Paul Preidecker Air Wisconsin Airlines Captain Paul Railsback Airlines for America Dr. Bill Rankin The Boeing Company Jesper Rasmussen NaviMinds Captain William Rhodes Kalitta Air Viktor Robeck IATA Sherry Saehlenou CA Training Solutions Pedro Saravia Avianca-Taca Captain Mark Sawyer Aerosim Academy Costas Sivyllis Air Line Pilots Association Captain Perry Solmonson Horizon Air Captain Anne Sølvsteen NaviMinds Gustavo A. Termine Aircraft Training Center Dr. Raymond Thompson College of Aviation, Western Michigan University Rudy Toering FlightPath International Nusret Bulent Topcu MNG Technic Gordon Turner British Columbia Institute of Technology Earl F. Weener National Transportation Safety Board Karen West JetBlue University Michael Whitehead Inglesdeaviacion.com James H. Whittles Western Michigan University Captain Jim Winkley American Eagle Airlines Helen Zienkievicz Health Leaders Promoting Safety WATS 2013 Moderators Dr. Michael Karim Florida Institute of Technology Peter Moxham FRAeS Jeanne Kenkel Human Factor Prescriptions Al LaVoy Human Factor Prescriptions Dr. Bill Johnson FAA Captain Scott Foose Regional Airline Association CAT MAGAZINE 3.2013

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Show Report courses offered to their worldwide client base. DiSTI traced the evolution of maintenance training devices, closing with examples of current applications. A good discussion ensued on the value of

Thanks to the success at #WATS2013, more and even better content in Spanish for Latin America is confirmed for WATS2014!

– @SouthAmericanAv collecting maintenance “event” data and using it to develop lessons learned and interventions.

The final session focused on instructional design and the use of technology. infoWERK provided a primer on the fundamental principles of good design of multimedia, while Flightline Training Services noted training is “no longer just about how to fix the aircraft, but rather how to get the information out of the aircraft”. The need was for a balanced mix of instructors, CBT and virtual. Airbus was the final presenter, outlining the changes being brought by the A350 - a key component of training design was to strip out nice to know content, and focus on critical areas.

Simulation Technology and e-learning These conference sessions dealt with simulation technology and e-learning and presenters provided valuable “lessons-learned” information. Warnings about the need for a new approach to FFS Qualification Test Guides (QTG’s),

came from the first speaker representing Artilligence. The transport delay requirement of 150 msec is obsolete and we need certification of motion systems to be via closed loop critical manoeuvre testing.

CAE chimed in with a perspective on the simulator enhancements necessary to accommodate UPRT working group recommendations to enhance stall and upset training. Link Simulation UK discussed evolving instructor stations in concert with new requirements such as upset recovery training, ATC simulation, and the exploding amount of information that the instructor deals with due to new scenario-based training initiatives.

A final session on e-learning kicked off with an excellent C. Hall Jones & Associates presentation on de-bunking the myths of distance learning, pointing out that success is dependent on welldesigned courseware – not the technology. JETPUBS moved the discussion to mobile delivery of training materials and manuals, noting that success here is also based on more than just selecting which mobile device to use. There are incredible gains to be made by making the transition, but rushing into it or doing it for the wrong reasons can be costly. Finally, a presentation by Western Michigan University (WMU) dramatically illustrated the power of iPad’s in collegiate aviation training using commercially available flight planning software and cost-effective ADS-B receivers for real time weather, traffic, GPS navigation and TFRs. cat

Gold Sponsor CAE, joined 55 other exhibitors in showcasing their training and simulation capabilities.

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Show Preview

Day 2

APATS 2013 The Asia Pacific Airline Training Symposium (APATS) returns to a favoured conference venue, Bangkok, this year. From September 17-18, the show will explore aviation flight training and simulation from the Asia Pacific region.

A

ll eyes are turned to Asia to understand and calibrate the scale of growth in aviation; already the impact of the shortfall in pilot numbers is starting to make itself felt.

This, of course, drives further attention to find effective training, and APATS will once again search out expert solutions to this challenge. The response to the Call for Papers has been even more enthusiastic this year, and so a full range of regional and global experts will be called upon to offer presentations to stimulate debate and discussion. In 2013 the focus is to concentrate on the immediate training philosophies and systems, with a look at existing and future technology to help the choices for the future.

Day 1 International Initiatives – Whilst attention is naturally on the Asia-Pacific region, lessons from the research and Platinum Sponsor:

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development which the broader global industry has completed can be adopted and adapted here. Major global influencers such as ICAO, IATA, together with the biggest aircraft manufacturers and others, will pass on the results of their own studies and initiatives.

A session on Human Factors will address the issues surrounding the challenges in preparing knowledge transfer to the new generation of aviation professional – how do we encourage them, select them and retain them? The two parallel streams of Ab-Initio Pilot Training – the ‘classic' method using updated technology, and the Multi-Pilot Licence (MPL) programmes, both have their supporters, what are the benefits of each system?

Evidence Based Training (EBT) has moved well beyond the theoretical principles – how is it being put into practice, and what are the results?

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Training providers and operators need to keep up with the ceaseless improvements in Technology – to help with forward planning they need to understand what is presently being introduced, and what the future may bring.

These first five sessions will be presented using the ‘classic’ format of the well-proven Halldale conferences. However, one change is to leave the questions and answers from these focussed sessions to be addressed on Day 2.

Last year's innovation in using familiar IT, smartphones and tablets to access the Moderator so that questions can be delivered live, proved to be a great success. APATS 2013 will build on that, and encourage delegates to post their questions during the presentations on Day 1 so that they can be addressed in depth on Day 2. During this second day the Moderator will not only have the questions posted on Day 1, but will also have live screens to show SMS, email and a webpage of the Halldale website from the Conference Hall and will direct those questions to an expanded panel of experts.

Taking a leading role in addressing the challenges to pilot training in Asia, APATS will yet again bring the top level of expertise to share the latest in training wisdom. A wide range of worldrenowned experts will give you the hot topics in the industry, and there will be an opportunity to see the most recent initiatives in training systems, devices and providers in the Exhibition Hall.

Both the Conference Hall and the Exhibition Hall will trigger discussion and debate, which will continue during the many networking opportunities.

Delegates will have plenty of time to follow up on their queries with speakers and exhibitors, all of whom are happy to share their knowledge and opinions.

Please visit www.halldale.com/apats for the latest up-to-date conference programme, as well as further show information. We look forward to seeing you in Bangkok. cat - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E

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World News & Analysis

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

Flight Simulators FlightSafety International’s full flight simulator for the Embraer Executive Jets Legacy 650 aircraft has been qualified to Level D by the United States FAA; Agência Nacional de Aviação Civil in Brazil; and European Aviation Safety Agency. The new simulator is located at FlightSafety’s Learning Center in St. Louis, Missouri.

Pacific Simulators (Pacsim) has signed a deal with ADF Airways in Miami, Florida, for the purchase of Pacsim's latest PS4.5 flight training device based on the Boeing 737-800.

Due to be installed on site at ADF Airways in April 2013, the PS4.5 device will be evaluated by the FAA under application as an Advanced Aviation Training Device (AATD).

L-3 Link Simulation & Training UK has been awarded Level D certifications on individual simulators that replicate British Airways’ (BA) A380-800 and All Nippon Airways’ (ANA) B777-300ER platforms. The ANA B777-300ER full flight simulator (FFS) has the added flexibility to be reconfigured to support Level D aircrew training as a B777-200ER aircraft. The BA A380-800 FFS, which meets Airbus standard 1.3, achieved UK Civil Aviation Authority and European Aviation Safety Agency Level D certifications. It is the first FFS to be installed and approved at BA’s new Flight Training Centre at London’s Heathrow Airport. The simulator is being used to train pilots in advance of the introduction of BA’s A380 fleet 34

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Bristow Helicopters has opened up recruitment for a raft of opportunities including engineering apprenticeships, cadet pilot training and business graduates. Over the next two years, a significant number of new aircraft will be added to Bristow's fleet to meet market demand as well as client requirements. Along with the increase in assets Bristow is also looking to recruit a number of individuals to support the business. Bristow Helicopters has invited individuals to apply for 22 engineering apprenticeships, 12 of which will sit within the oil and gas business - an increase of 50% from 2012 - while a further ten will be recruited to the SAR team.

later this year. Following five days of certification testing at ANA’s Flight Training Centre in Tokyo, Japan, the Japanese Civil Aviation Bureau awarded Level D approval to the airline’s B777-300ER FFS, which is based on L-3 Link’s C2000X simulation technology.

CAE has sold five full flight simulators (FFSs) as well as a series of training devices, long-term service agreements and update services to airlines

and original equipment manufacturers in Asia, Australasia, North America and Europe. The contracts are worth a total of approximately C$85 million at list prices, and bring the total number of FFS sales that CAE announced in fiscal year 2013 to 35.

Mount Cook Airline, a subsidiary of Air New Zealand, is the latest ATR operator to choose the Mechtronix ATR 72-600 flat panel trainer (FPT).

The new trainer will be used to

help convert pilots from the airlines existing fleet of ATR 72-500s to the 72-600s.

Two of CAE’s simulators located at its training centre in Burgess Hill, UK, the Dassault Falcon 7X and the Dassault Falcon 2000 EASy, have received Level D qualification from the European Aviation Safety Agency (EASA) for the new EASy II avionics package.

These new programs allow CAE to be the first training provider to deliver training with the latest EASy II avionics for the 7X and 2000 EASy series.

The Sukhoi Civil Aircraft Company (SCAC) and Russian airline Aeroflot have signed the Act of Delivery and Acceptance for the SSJ100 full flight simulator (FFS). The device was installed by the Aeroflot Aviation School at Sheremetjevo airport and it will allow the airline to train pilots itself.

RSI Visual Systems Inc. has completed two installations at British Airways Flight Training in the UK on the new A380 and B787 full flight simulators. Both visual systems completed the EASA CAA level ‘D’ inspection earlier this year and the simulators are now being used for BA pilot conversion training prior to the aircraft deliveries in the next few months. The projectors, manufactured by projectiondesign®, provide a 200 degree horizontal, by 45 degree vertical continuous field of view, doubling the conventional number of pixels available for a scene display of 12 million pixels - with only three projectors.

Mechtronix is to build and install a new Boeing 737NG full flight simulator (FFS) level D for the Boeing Company’s training campus in Singapore. The new Mechtronix FFS X™ will simulate the Boeing 737800W, 737-800W SFP, 737-800W BBJ and 737-700W configurations and will be ready for training in the second quarter of 2014.

OPINICUS' Cessna CJ3 ODYSSEY™ 9 simulator has been qualified by the FAA under Part 60 and is also fully compliant with ICAO Type 5 FSTD, under 9625, Ed. 3, for ProFlight, a training company located in Carlsbad, CA. The ICAO Type 5 FSTD is the

highest level of a non-motion based simulator under the international standard. This is the second CJ3 ODYSSEY 9 to be qualified for ProFlight under FAA Part 60. The new CJ3 is designed with full Level D capabilities but is currently a fixed-base. It has the capability for Level D with the simple add-on of motion legs.

L-3 Link Simulation & Training UK has been awarded a contract

by Boeing to build and deliver a RealitySeven™ 777-300ER full flight simulator (FFS) for the Boeing Flight Services Singapore training campus.

Emirates-CAE Flight Training has announced that its dual configuration full flight simulator for Bombardier Challenger 604 and Challenger 605 business jets, the only one of its kind worldwide, has received certification from the Hong Kong Aviation Civil Aviation Department (HK CAD), the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA), the United Arab Emirates General Civil Aviation Authority (UAE GCAA), the General Authority of Civil Aviation of Saudi Arabia (GACA), and the Qatar Civil Aviation Authority (QCAA).

The Indonesian Ministry of Transportation has ordered a KA350i/ B200GT FFS X™ and a B200GT FFT™ from Mechtronix. This will be the first Beechcraft full flight simulator to be installed in Indonesia and both simulators will be installed at the Flight Calibration Department in the City of Tanggerang – Banten.

L-3 Link Simulation & Training (L-3 Link) has won a contract from Sichuan Airlines to build and deliver an A320 full flight simulator (FFS) to Airbus standard 1.8. The FFS will be installed in Chengdu, China, and will be ready for training during the fourth quarter of 2013. It is the fifth RealitySeven™ device L-3 Link has installed in China and the third to Sichuan Airlines.

Anadolu University in Turkey, has ordered two new Entrol simulators, a FNPT II simulator based on the Socata TB20 and a FNPT II MCC simulator based on the King Air C90GTi. Both simulators will be equipped with a

worldwide terrain and navigation database and all indicators and panels fully operative, replicating the reference aircraft. With these simulators the Anadolu University will be able to cover a wide range of training needs such as basic training, ab-initio training, MCC, IFR and cockpit familiarization.

Swiss AviationTraining (SAT) has unveiled their new CAE Embraer 190 full flight simulator. The new E-Jet 190 simulator is now available for use at the Lufthansa Flight Training Center in Frankfurt. SAT's strong collaboration with LFT, the potential synergies in cost terms and local customer Lufthansa City Line were all key factors in SAT's choice of Frankfurt as the location for its new simulator facility.

Training Centres FTEJerez recently took delivery of four twin engined Diamond DA-42 aircraft as well as two new generation FNPTII associated flight training devices. Following a thorough training standardisation process, the team of FTEJerez multi-engine flight instructors is shortly to commence training the college's cadet pilots on the new Diamonds.

CAE has announced the launch of Gulfstream G450/G550 training at CAE's London training centre in Burgess Hill, UK in 2014 and at the CAE Dallas training centre in the United States in late 2013. CAE already offers Gulfstream training in New York, USA; Dubai, UAE; and Shanghai, China.

Helping our clients select the best candidates cost effectively! www.aviationselectionconsultants.com Telephone: +353-469-077-710

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World News & Analysis Wizz Air has celebrated the grand opening of the new Wizz Air Flight Simulator and Training Center at Ferenc Liszt International Airport in Budapest. The training center is equipped with an A320 full flight simulator, two aircraft cabin mockups and a fire fighting trainer unit will be installed shortly by Flight Simulation Company (FSC). FSC will operate the training center on Wizz Air’s behalf for the next 10 years, representing a local investment of €15m by the airline.

AeronautX Luftfahrtschule of Austria has successfully implemented its newly developed Upset Prevention and Recovery Training - bLOC© (beat Loss Of Control) into its approved MPL course. The company says bLOC has been proven to be very effective in training for the avoidance of in-flight loss of control. The training consists of a theoretical briefing and simulator training on the enhanced spatial disorientation trainer AIRFOX©-ASD (hexapod based plus unlimited yaw).

JETSTREAM Aviation Academy, following an extensive audit in both its Dubai and Athens training centers, has received certification from the United Arab Emirates General Civil Aviation Authority (UAE GCAA ATO 20/2013) as an Approved Training Organization (ATO). This initial certification contains approvals for ATPL (A) Integrated and CPL (H) Modular ab-initio courses, initial type rating training for the Airbus A320 and Boeing 737 300-900, as well as type rating instructor training. As JETSTRAM Aviation Academy is an EASA approved ATO, the audit noted that JETSTREAM would be in a unique position to meet the new GCAA Part FCL regulations that are soon to be released, as a number of new requirements are being introduced that JETSTREAM already has in place.

Pilot Training FlightSafety Academy has announced a unique opportunity for pilots to build the number of hours required to qualify to fly for regional 36

CAT MAGAZINE 3.2013

FlightSafety International is expanding its Gulfstream aircraft maintenance training programs in China through a cooperative agreement with Lufthansa HNA Technical Training. The training will be offered in Haikou and Xi’an, China. It will also support maintenance technicians based in Hong Kong, Macau, Mongolia, and Taiwan. The courses will be provided by Lufthansa HNA Technical Training’s FlightSafety-trained instructors and will initially include theoretical and practical maintenance training for the Gulfstream G550, Gulfstream G450, and Gulfstream G200 aircraft. The training will be approved by regulatory agencies as required. In addition to training the instructors, FlightSafety will provide all courseware and the company’s MATRIX Integrated training system.

airlines in the United States. Successful candidates will be offered employment as a flight instructor at FlightSafety Academy and earn advanced ratings at no cost. The hours flown while working at FlightSafety will help pilots to meet the Federal Aviation Administration requirements (FAR 61.153) to obtain an Airline Transport Pilot Certificate and be fully prepared to enter first officer training with an airline or corporate aircraft operator.

They will also earn Certified Flight Instructor, Certified Flight Instructor Instrument, and Multi-Engine ratings at no cost.

CTC Aviation is to play an integral role in easyJet's current recruitment drive. easyJet will be recruiting 200 pilots for 2014 from several sources including cadet pilots starting their career, military pilots seeking to join the civilian aviation sector and experienced pilots who wish to build their career at easyJet. Embry-Riddle Aeronautical University - Asia and the International Executive Education Center

(IEEC) have reached an agreement to deliver full-time aviation/aerospace bachelor degree programs in Singapore. The Council for Private Education (CPE) approved EmbryRiddle's Bachelor of Science in Aviation Business Administration (BSABA) program and the University plans to start teaching the degree program in July. The Embry-Riddle BSABA degree will be delivered at IEEC's classroom facilities by EmbryRiddle faculty, most of who will travel to Singapore from the United States each semester.

Easyfly Aviation and Airwest Aviation Academy have signed a MOU for a long term business relationship including helicopter and fixed wing pilot training at Airwest's facilities in Glendale, AZ, USA. Easyfly plans to send students from around China for flight training in the US with the first students arriving Q4 2013. Along with the flight training, Easyfly and Airwest will offer a four year bachelor of science degree in aviation for their customers from China.

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Enhancing Flight Crew Performance apats2013 B A N G K O K

Estrel Hotel, Berlin, Germany 29 - 30 October 2013

More than 500 airline training professionals will attend EATS 2013, making it the largest airline training event in Europe.

And for the first time, this year’s event will have two conference streams, Pilot Training and Cabin Crew Training.

The key themes of EATS 2013 will be: • Evolving Regulatory Environments • Performance Based Training • New Aircraft Technologies • European Expertise in Aviation Human Factors • Updates on Simulator Technology Developments, including Full Flight Simulators, e-Learning and Mobile Learning For sponsorship and exhibiting opportunities please contact your local representative: Europe, Middle East and Africa: Jeremy Humphreys t.+44 1252 532009 e. jeremy@halldale.com USA and Canada: Zenia Bharucha t.+1 407 322 5605 e. zenia@halldale.com Latin America and the Caribbean: Willem-Jan Derks t. +1 954 406 4052 e. willem@halldale.com Asia Pacific: David Lim t.+65 9680 5251 e. davidlim@halldale.com

Gold Sponsor:

Host Sponsor:

Bronze Sponsors:

halldale.com/eats - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E

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World News & Analysis TUIfly, trading as Jetairfly and BAFA have signed a cooperation agreement to train ab initio pilots. Under the agreement, TUIfly hires candidate pilots after a thorough selection process.

Once hired, the candidates perform back office duties at TUIfly and get scheduled to receive their ab initio training at BAFA. Boeing is enhancing its flight training support for customer airlines in Asia Pacific, Europe and the Americas by adding and repositioning a number of flight training devices within its global network and includes new capabilities for training on Next-Generation 737, 777 and 787 Dreamliners. Boeing Flight Services will install two new full flight simulators – a 777 and Next-Generation 737 – at its Singapore training campus. The simulators are expected to be ready for training in early to mid-2014 to support growing pilot training needs and increasing airplane deliveries in the Asia Pacific region.

A 600gram tablet PC is replacing about five kilos of paper within pilot training at Cockpit4u. From April 2013 Cockpit4u will introduce the 'Electronic Cockpit4u Bag' (ECB) for all type rating courses on Airbus, Boeing and Bombardier. Each trainee of the German TRTO will be provided with an Android device which digitally presents the entire training documents, except the QRH, the Training Manual and the grading record.

CAE has signed an exclusive training agreement with new customer Pacific-China Aero Technology Ltd. for business aviation training in CAE centres located in Shanghai, China; Dallas and New York, USA; as well as Dubai, UAE. European Pilot Selection & Training (EPST) and Belgian Flight School (BFS) have agreed to a strategic partnership for Pilot Training in Belgium and North-France. EPST will install a simulator for the advanced training phases (manufactured by MPS) in the BFS building at Brussels South Charleroi airport.

The Kazakhstan Civil Aviation Academy and Patria Pilot Training have signed a Memorandum of Understanding regarding professional pilot training cooperation between the parties. While planning of the pilot training cooperation continues, other avenues of cooperation are also being identified. These include training of flight instructors for the Academy and a possibility to set up a local training center in Kazakhstan.

In his presentation on the ICATEE and the subject of Loss of Control In Flight, Dr. Sunjoo Advani introduced to the WATS 2013 delegates a new European Union funded project called Manual Operations of 4th Generation Airliners, or Man4Gen. This project involves NLR, DLR, Boeing, Airbus, University of Linkoping, University of Vienna, Medical University Vienna, GTA and his own company IDT. The project will concentrate on understanding in detail how pilots respond to surprising and confusing events, and how they can be assisted to react under such circumstances. The project is expected to contribute to improved training, flight operations procedures, and flight-deck design.

Cadet pilots from several Australian airlines will soon be able to start training on a variety of systems designed, delivered and installed by Mechtronix. The training will begin after the signing of two in-plant acceptance (IPA) certificates by Flight Training Adelaide (FTA). FTA has accepted both the Ascent® XJ Trainer™ and the A320 FFT X™-MPL which 38

CAT MAGAZINE 3.2013

Piper Aircraft Inc. and CAE have announced the introduction of 35 Piper single-engine and twin-engine training airplanes to its CAE Oxford Aviation Academy fleet. The agreement includes firm orders for 22 single-engine Archer TX training airplanes and 13 twin-engine trainers, as well as parts and service. Deliveries will start this spring with 27 of the new aircraft going to CAE Oxford Aviation Academy in Phoenix, United States, and eight being sent later in the year to CAE Oxford Aviation Academy in Oxford, UK. The aircraft will also become the first ab initio aircraft in the world to be factory-equipped with CAE-designed flight date analysis and cockpit video recording systems.

are to be installed in a new facility at Parafield Airport, South Australia as part of a training program that the company has devised for major airlines such as QantasLink, Virgin Australia and Cathay Pacific. The simulators will service a combined annual requirement of about 13,000 simulator hours.

Norwegian Long Haul has signed a Memorandum of Understanding (MoU) with Virgin Atlantic. The agreement enables Norwegian to tap into Virgin Atlantic's expertise on long-haul operations, while Virgin Atlantic's instructors will receive pilot training on board Norwegian's brand new B787-8 Dreamliner. Virgin Atlantic's 787 instructors will conduct the final part of their pilot training on board Norwegian's Dreamliners. Virgin Atlantic's most experienced instructors will continue flying on board Norwegian's aircraft until the airline receives its first 787 Dreamliner in September 2014, just over a year after Norwegian's first Dreamliner delivery.

Cabin Crew TAG Global Training, TAG Aviation Europe's professional crew training division, has taken delivery of a

new purpose-built fire and smoke training rig at its aviation training centre based at TAG Farnborough Airport. The fuselage-shaped unit was designed by Minerva Simulation Facilities to TAG Global Training's specifications with a representative business jet interior and will be used to simulate potential fire-related emergencies on-board business aircraft for TAG Aviation Europe's pilots and cabin crew. It is also the first fire and smoke training rig of its kind in the UK to be made available to other operators, individual aircraft owners and aviation training institutions.

Maintenance infoWERK has signed a deal with Sabena Technics Training S.A.S. for numerous e-learning courses from its library of aviation maintenance courseware. Also agreed by the French-based training organization was the license to run the courseware, track students' training and generate training reports for its entire maintenance group. This agreement provides Sabena Technics Training access to infoWERK's e-learning platform, the LMS with the purpose of managing all of its web-based maintenance training products. A further agreement was made on offering all Part-145 modules from infoWERK also in the French language.

CAE has announced the launch of CAE RealCase Troubleshooting for maintenance training. The innovative methodology is now available for the Dassault Falcon 7X, Falcon 900EX EASy, and Falcon 2000EX EASy models. CAE RealCase Troubleshooting for maintenance training was developed using the same principles behind CAE RealCase for recurrent pilot training - incorporating recent real-life event scenarios into training. The content is fact-based and is supported by using CAE Simfinity™ simulation, Falcon FIELD 5®, and Avionics interfaces using Central Maintenance Computer (CMC) messages and fault codes. Classroom exercises keep students engaged and provide a solid foundation to build and learn from. CAE RealCase Troubleshooting maintenance training can be delivered at the customer site using CAE's mobile Simfinity-based classroom which reduces travel expenses.

Lufthansa Technical Training Philippines (LTTP) has selected ASTech’s GEMS (General Examination Management System) as the organization’s examination management system to facilitate and optimize the generation of exams for maintenance engineers.

CAE has announced that it is the first to offer maintenance training on the new Dassault Falcon 2000 LXS and 2000S aircraft platforms, including EASy II. Maintenance training on these platforms is supplemental to initial Dassault Falcon 2000 EX EASy certification and curriculum includes additional model-specific content. The solution is also mobile with the possibility of training being delivered at the customer site using CAE's mobile Simfinity™-based classroom which reduces travel expenses. Maintenance training on these platforms complements CAE's EASy II pilot training offering, which was recently qualified to Level D, making CAE the first training provider to deliver training with the latest EASy II avionics for the 7X and 2000 EASy series.

ATC Training An air traffic control training facility purpose-built for international students has been officially opened by Airways New Zealand to support growing global demand for Airways' world-class ATC training. The new facility opposite the Massey University campus in Palmerston North is already being put to good use, with 32 students from Saudi Arabia's General Authority for Civil Aviation (GACA) currently undertaking ab-initio training, and a group from Saudi Arabia National Guard started their ATC training at the centre in April. With three aerodrome air traffic control simulators and six radar simulators, all developed with Airways world-leading Total Control simulator technology, the Palmerston North training centre is now set up to cater for increased demand from global air navigation service providers.

CBT/Software CPaT is making its full library available for download via the CPaT mobile App which is available through the App store.

CPaT mobile synchronizes with the online CPaT LMS, so users can train online or offline using their iPad and can train online using a PC, Mac or other mobile devices. The company has announced that it will be providing Nolinor Aviation, based in Montreal, Canada, with its B737-200 Flight Training program and its Learning Management System (LMS), and also providing the LATAM Airlines Group and its affiliates with its A320, A340, B737-700, B767, B777, B787, and B777 to B787 Differences Flight Training programs.

Learned Society Board Conference

UPSET PREVENTION, RECOGNITION & RECOVERY TRAINING ANNUAL INTERNATIONAL FLIGHT CREW TRAINING CONFERENCE LONDON / 25 - 26 SEPTEMBER 2013 The 2013 Conference will examine and discuss the challenges of upset prevention and recovery training.

The Conference will address the remaining challenges in training programmes and processes from the perspectives of aircraft operators, makers and users of training systems, training providers, researchers and regulators. www.aerosociety.com/events Sponsored by

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World News & Analysis Helicopter Training FlightSafety International is now able to offer training for the Sikorsky S-76B helicopter at its Learning Center in Dallas, Texas. The Sikorsky S-76B training program was previously located at FlightSafety's West Palm Beach Learning Center. The Sikorsky S-76B simulator is currently undergoing a complete refurbishment and upgrade at FlightSafety’s Simulation design, manufacture, and support facility in Tulsa, Oklahoma, and is scheduled to enter service in Dallas during the third quarter of 2013.

Company News Jeppesen, a part of Boeing Commercial Aviation Services, now offers customers delivery of its popular e-book training textbooks and materials through its JeppDirect.com site for use with Apple iOS and Android devices, as well as for PC and Mac computers. The e-books previously were only available through the Apple iBookstore.

Blue Islands are the only airline based in the Channel Islands (UK) that are certified to provide their own approved ATR training to pilots and cabin crew, both in-house and externally. The local airline is approved under the European regulator EASA

Commercial Aircraft Sales March 28 to May 15 2013

Aircraft type

Number Operator/Buyer

A320 2 A320 42 A330 18 A350-1000 36 (18 opt.)

B737 Max8 65 (25 opt.)

B737Max9 10 B737-800NG 20 B737-800NG 10 B737-800NG 12

1 Q400 Next Gen Q400 Next Gen 4

CS100 40 (18 opt.)

E175 70 (40 opt.)

40

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Nepal Airlines CAS China Aviation Supply CAS China Aviation Supply

BA / IAG Turkish Airlines Turkish Airlines Turkish Airlines WestJet Sberbank/Transaero RwandAir Nordic Aviation Capital/ AirBaltic Porter Airlines United Airlines Austral Lineas Aereas

CAT MAGAZINE 3.2013

as an Approved Training Organisation. The approval means that Blue Islands can now train for initial, annual, recurrent and revalidation training that is required by all flight and cabin crew to become type-rated for the ATR aircraft. The training can be completed at the Blue Islands main operational base in Jersey and their simulator base in Morlaix, France. In addition, Blue Islands were one of the first airlines in Europe to gain approval to issue cabin crew attestations.

Britannica Knowledge Management Systems has launched the new Fox, the most complete management solution for airlines, training providers and academies. The new Fox delivers unparalleled solutions for all three essential civil aviation training management challenges: qualification, training and learning. It is based on multidimensional functionalities developed for the intricate training operations of organizations. Fox allows airlines and training providers to plan, create, schedule and deliver course curriculum while it enables total training program control.

L-3 Link Simulation & Training UK has opened a customer support center in China that will provide existing and new customers with access to simulator spare parts and logistics services. Support center personnel based in Beijing will make regular visits to customer locations to ensure that L-3 Link’s RealitySeven™, C2000X and C2000 simulator platforms are effectively meeting pilot training requirements at airlines and training centers throughout the country.

Royal Jordanian and the International Air Transport Association have announced a new partnership in the field of training. As of April 17, 2013, RJ will be able to deliver IATA training courses which will help students and aviation professionals in Jordan and the region enhance their professional competencies to meet IATA's standards. Through this partnership, RJ will become a major IATA-accredited training center in the region benefiting by that from the international quality recognition to the company's training activities.

Baltic Aviation Academy has signed a Memorandum of Understanding with White Airways. According to the agreement, White Airways will be providing pilot assessment procedures for Baltic Aviation Academy graduates.

Symbiotics Ltd. has won a contract with Qatar Airways to deliver a comprehensive aircrew selection programme. Symbiotics will carry out selection processes based on its ADAPT Pilot Assessment and Screening Tool – a blended assessment that looks at skills and the impact of behaviour, culture, personality and technology currently used in aviation.

Quadrant Simulation Systems, Inc. has announced an addition to its existing visual system update and support portfolio with the commencement of CRT support services for the ESCP range of calligraphic projectors. QSSI's CRT support service center is based at its Orlando, FL facility in a purpose built standalone 'clean workshop' utilizing OEM equipment and processes supplied under license from Thomas Electronics of Australia ensuring that the highest quality standards are maintained. QSSI is immediately able to offer new CRT's or fully aligned (renewed) CRT Modules on advanced exchange/repair or direct sale basis, as well as CRT replacement and testing services on customer supplied units.

World News & Analysis Bombardier has appointed training services provider FlightPath International (FPI) of Toronto as its Authorized Technical Training Provider (ATTP) for all entitlement and recurrent technical training for Bombardier's CRJ Series commercial aircraft and Challenger 850, Challenger 870 and Challenger 890 business jets. Under the ATTP agreement, FPI instructors will deliver aircraft technical training courses at their newly opened Toronto facility and at operators' locations, as required.

The expanded agreement has already taken effect and Bombardier and FPI are closely working together to ensure a seamless transition for all operators.

Arrivals & Departures FlightSafety International has promoted John Van Maren to vice president, Simulation. He replaces Rick Armstrong, who is leaving the company to pursue other interests.

Brent Birdwell has been named CPaT’s new president and CEO, Barry Janisse has been promoted to director of Sales

and Marketing, Ray Vazcoy has been promoted to senior developer and Bob McHale has been named director of Aviation Programs.

The Board of Trustees of the Aviation Accreditation Board International (AABI) has selected Dr. Gary Northam, dean of the College of Aviation at Embry-Riddle's Prescott Campus, as the new AABI president , effective fall 2013. Northam succeeds Gary Kiteley, who is retiring, but will remain as president emeritus.

FlightSafety International has promoted David Welch to Manager of the Learning Center in Lafayette, Louisiana and named Amparo (Ampy) Calatayud Manager of the Learning Center in West Palm Beach, Florida and Gil Schnabel Regional Director of Regulatory Affairs.

Q4 Services LLC has appointed Brian Simpson to president and chief executive officer, effective May 1, 2013.

Simpson brings 25-years of simulation equipment and training industry experience, expertise, and commercial leadership to his new role. His previous positions included chief operating

Calendar Airline simulation & training events organised by Halldale Group and CAT Magazine

17 - 18 September 2013 APATS 2013 – Asia Pacific Airline Training Symposium Centara Grand Convention Centre, Bangkok, Thailand 29 - 30 October 2013 EATS 2013 – European Airline Training Symposium Estrel Hotel, Berlin, Germany

www.halldale.com/apats

www.halldale.com/eats

1-3 April 2014 WATS 2014 – World Aviation Training Conference & Tradeshow www.halldale.com/wats Rosen Shingle Creek Resort, Orlando, Florida, USA

Other simulation & training events 17-23 June 2013 50th International Paris Air Show Le Bourget, France

www.paris-air-show.com

14-16 August 2013 LABACE 2013 São Paulo, Brazil

www.abag.org.br/labace2013

8 October 2013 Low-Cost Training Trends & Technology London, UK 22-24 October 2013 NBAA Annual Meeting & Convention Las Vegas, USA 42

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www.t3web.org

www.nbaa.org

officer of GE Commercial Aviation Training, and Group chief executive officer of Oxford Aviation Training.

Bjarki Arnarson, formerly CEO at aviasia aviation solutions, has joined Shanghai-based Easyfly Aviation as senior vice president.

Axis Flight Training Systems has announced that Peter G. Edwards and Niall G. Olver have joined the Axis group as investors and operational partners, through the formation of Axis Simulation Holdings GmbH of Zug, Switzerland. Edwards and Olver will work closely with Axis CEO Martin Rossmann and will provide expertise in business operations, marketing strategy, and business development. of simulator transactions. cat

Index of Ads APATS 2013 27 www.halldale.com/apats Aerosim 5 www.aerosim.com Aviation Selection Consultants www.aviationselectionconsultants.com 35 AXIS Flight Training Systems GmbH www.axis-simulations.com 11 CAE www.cae.com Centre Spread & OBC EATS 2013 www.halldale.com/eats 37 Embry-Riddle Aeronautical University, Asia www.asia.erau.edu 17 EPST www.epst.com 19 FlightSafety International www.flightsafety.com IBC Frasca International www.frasca.com 9 JETPUBS 15 & 25 www.jetpubs.com Multi Pilot Simulations B.V. www.flymps.com 13 Pan Am International Flight Academy www.panampropilot.com IFC RAeS Conference 39 www.aerosociety.com/events Simulation Training Directory www.halldale.com/directory 32 T3 – Low-Cost Training Trends & Tech. Seminar 41 www.t3web.org

Advertising contacts Director of Sales & Marketing Jeremy Humphreys [t] +44 1252 532009 [e] jeremy@halldale.com Sales Representatives North America: Zenia Bharucha [t] 407 322 5605 [e] zenia@halldale.com Asia Pacific: David Lim [t] +65 9680 5251 [e] davidlim@halldale.com South America: Willem-Jan Derks [t] +1 954 406 4052 [e] willem@halldale.com

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AT R

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BEECHCRAFT

EUROCOPTER

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FOKKER

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BELL HELICOPTER

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GULFSTREAM

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BOEING

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BOMBARDIER

MCDONNELL DOUGLAS

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PILATUS

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CESSNA

SIKORSKY

“FlightSafety’s simulators provide Azul with the quality, reliability and value we require.”

– David Neeleman CEO, Azul Brazilian Airlines

918.259.4000

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simulation@flightsafety.com

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flightsafety.com

FLIGHTSAFETY COMMERCIAL SIM AZUL AD - CAT - ISSUE 2 - Bleed: 212 mm w x 283 mm h

A Berkshire Hathaway company

Trim: 206 mm w x 277 mm h

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The industryâ&#x20AC;&#x2122;s most comprehensive offering for your crew training and sourcing needs From training the next generation of cadet pilots to offering airline tailored pilot training and flexible crewing solutions, CAE offers airlines and aircraft operators the most comprehensive portfolio of commercial pilot training and sourcing solutions.

Have a conversation with CAE about your pilot training and sourcing needs.

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aviationtraining@cae.com 02/05/2013 10:55:36