CAT Magazine - Issue 4/2009

www.halldale.com The Journal for civil aviation training

Annual Training Sourcebook The Year In Review

Simulator Census

Industry Directory

Pilot Training

Flying On Reserves – Middle East Carriers In Need Of Change MAINTENANCE TRAINING

Engineer Staffing And Training In Need Of Some Maintenance CABIN CREW TRAINING

Changing Trends In Cabin Crew Training And Equipment

ISSN 0960-9024

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US $17/£8.50

Issue 4/2009

Realistic visual systems that don’t lose sight of the bottom line.

© 2008 Rockwell Collins, Inc. All rights reserved.

From the clarity of the imagery to the breadth of the graphics. From weather to terrain to correlated sensors. Our visual systems offer pilots in training what they need to see and ultimately know. Supported by the most efficiently updated, comprehensive airport library there is. And an image generation solution that offers the flexibility to use commercial off-the-shelf projectors. All backed by a global network of service and support.

The bottom line? The most reliable and affordable visual systems you’ll find. See for yourself.

Call 1.888.265.5467.

www.rockwellcollins.com

26228_Thales_SIM_T&S_CAT_Iss3_09_277x206:26114_Thales_SIM_CAT_iss2_09_277x206 21/05/2009 13:25 Page 1

TRAINING SOLUTIONS THAT ANSWER YOUR BUSINESS NEEDS At Thales we’ve worked with organisations across the sector to identify the key issues facing the training and simulation industry. And our Customers agree.

Visit www.thalesgroup.com/thenewreality to hear what they have to say and see a powerful film demonstration of our new offering.

‘The New Reality’ is a dynamic new approach that addresses our Customers’ key business drivers and requirements.

We understand that ‘Total Cost of Ownership’ means assigning a financial value to every aspect of operation. Whether you are a pure training business or an airline, cost is key at every stage, not just the price of training equipment but also the total cost of training. Improved lead times are critical if you are to remain competitive.

Our strong investment in key technologies, support services and innovative financial options is also a vital part of ‘The New Reality’ at Thales. Talk with us soon about the many ways we can help you achieve your business goals.

To find out more, please visit our website.

www.thalesgroup.com/thenewreality

Editorial

Editorial Comment

Editor-in-Chief: Chris Lehman [e] chris@halldale.com Managing Editor: Alan Emmings [e] alan@halldale.com Contributors Rick Adams - Science & Technology Editor Chuck Weirauch - Editor US Affairs Chris Long - European Affairs Fiona Greenyer - News Editor [t] +44 (0)1252 532004 [e] fiona@halldale.com Advertising Business Manager: Jeremy Humphreys [t] +44 (0)1252 532009 [e] jeremy@halldale.com Business Manager, North America: Mary Bellini Brown [t] +1 703 421 3709 [e] mary@halldale.com Marketing Manager: Lizzie Daniell [t] +44 (0)1252 532008 [e] lizzie@halldale.com Design & Production David Malley [t] +44 (0)1252 532005 [e] david@halldale.com Internet www.halldale.com/cat Subscriptions & Distribution Subscriptions Hotline [t] +44 (0)1252 532000 [e] cat@halldale.com 6 issues per year at US$168 Distribution Co-ordinator: Sarah Baker [t] +44 (0)1252 532006 [e] sarah@halldale.com Publishing House and Editorial Office Civil Aviation Training (ISSN 0960-9024) is published by: Halldale Media Ltd. Pembroke House, 8 St. Christopher’s Place, Farnborough, Hampshire, GU14 0NH, UK. [t] +44 (0)1252 532000 [f] +44 (0)1252 512714 [e] cat@halldale.com General Manager: Janet Llewellyn US office Halldale Media Inc. 115 Timberlachen Circle Ste 2009 Lake Mary, FL 32746 USA [t] +1 407 322 5605 [f] +1 407 322 5604 Publisher & CEO: Andrew Smith

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CAT Magazine (ISSN 0960-9024, USPS # 022067), printed August 2009, is published 6 times per annum by Halldale Media Ltd, Pembroke House, 8 St. Christopher’s Place, Farnborough, Hampshire, GU14 ONH, UK at a U.S. subscription rate of $168 per year.

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Chris Lehman Editor in Chief, CAT Magazine

Raise the Safety Bar. Lower the Hysteria.

While we at CAT were in the midst of assembling the CAT annual Sourcebook, a frenzy was building on the subject of regional airline training in the US. In the aftermath of the tragic Q400 crash in Buffalo, politicians and media “experts” kept beating the drum that much needed to be done to make the regionals “safe” again.

No one should minimise the real tragedy that the Buffalo crash represents, and no real aviation professional would even think to do so. But the subject is complex, and not wellserved by continuous 30 second sound bites about “inexperienced new pilots.”

CAT has long stated that the industry needs to pay attention to the changing demographics on the flight deck. The fact is the days are long gone when the career path to the left seat took many years, sometimes decades. In that earlier era, after leaving college a pilot would put in five to 10 years of military or civilian flying and only then move to the airlines, typically as a flight engineer. Eventually, he or she would be promoted to first officer. Often more than 20 years would elapse before promotion to captain, with training and education qualifications much above the regulatory minimums. Compensation packages were exceptional and the new captain could boast of literally millions of dollars worth of flight training and education under his belt.

There’s a plethora of reasons why the situation is different today, but suffice to say that financial stress, deregulation, competitive pressures, management error, industry expansion, and public expectations have all contributed. But it is irresponsible and misleading to claim that the industry – or regional airlines – are unsafe. We need to recognise the different demographics and training backgrounds today and then explicitly address the issues that have arisen. Pilot supply is the real ticking time bomb; when you factor in the continued decline in interest in the profession, resuming industry activity and forecast expansion, and the age 65 rule, we’ll be in a pilot shortage situation again in two years and it will be severe.

The proposed US Bill H.R. 3371, the “Airline Safety and Pilot Training Improvement Act of 2009”, addresses the perceived issues and actually gets a lot of it right. There’s a focus on looking at fatigue and lower duty time rules (which will create even more demand), the need to disclose a pilot’s complete training record to an employer, the establishment of airline preemployment screening programs, and the introduction of airline pilot mentoring to accommodate various levels of flight experiences and backgrounds. An emphasis on command training and compliance with the “sterile cockpit rule” is proposed, as well as stall training and upset recovery. And direction to all airline operators to adopt ASAP and FOQA is to be lauded.

Perhaps a more contentious issue is the proposed minimum 1,500 flight hours and ATP license for new hires. No doubt this is reaction to claims that regional airlines have first officers with 300 hours. The Regional Airline Association (RAA) states that member averages are 1,305 hours for new hires, 3,075 for F/Os and 8,571 for captains. There has been hiring at the minimums, but this is by no means the majority of operators. And if those 300-hour pilots are ex-military or from highly structured programs such as those offered by FlightSafety, then concern is hardly warranted.

Expectations from the public as to the value of air transportation is even more fundamental to the issue. The industry has competed ruthlessly for passengers who themselves place ticket price ahead of all other concerns. They are partly to blame for the fact that some regional pilots earn little more than a fast food worker and can’t afford a hotel or to live at their employer’s home base. While the implied direct link by the media between compensation and safety is unproven, there is a link between compensation and career attraction.

Perhaps a little leadership from government and industry is in order to explain the value of a trip on the nation’s air transportation network. Education of this sort should be the next proposed piece of legislation.

Safe travels, Chris Lehman CAT Editor in Chief • chris@halldale.com CAT MAGAZINE • ISSUE 4/2009

05

CEOs on Training A SERIES

“At Honeywell, safety is our business, so FlightSafety is the natural and best choice for our aviation training.”

DAVE COTE Chairman and CEO, Honeywell Dave Cote is chairman and CEO of Honeywell, a diversified technology and manufacturing leader, serving customers worldwide with aerospace products and services; control technologies for buildings, homes and industry; turbochargers; and specialty materials. Under Cote’s leadership, Honeywell has delivered strong performance in sales, earnings per share, segment profit and cash flow from operations. Today, the company has great positions in good industries globally, with approximately 50 percent of its products linked to energy efficiency. Cote is one of 10 U.S. CEOs invited to serve on the U.S.-India CEO Forum established by President George W. Bush and Indian Prime Minister Manmohan Singh in July 2005. He is also part of the Public Private Partnership for Earthquake Relief, which was the first foreign delegation to visit the earthquake zone in China’s Sichuan Province in early 2008.

F

or nearly three-quarters of a century, Honeywell has been a worldwide leader in the development and manufacture of aerospace systems, from high-performance jet engines to state-of-the-art avionics. Dating back to 1942 when the company developed the first electronic autopilot for the U.S. war effort, to pioneering the first Traffic Alert and Collision Avoidance System (TCAS) and Terrain Awareness and Warning System (TAWS), Honeywell has been making flight safer for generations. The company’s Enhanced Ground Proximity Warning System (EGPWS) enhances safety for thousands of aircraft and their passengers and is credited with more than 40 saves in 500 million hours of operation.

Today, Honeywell is introducing new technologies for runway awareness and safety, 3-D weather radar and a synthetic vision system that provides an enhanced level of situational awareness in all weather conditions.

“At Honeywell, safety is our business,” says Chairman and CEO Dave Cote. “We’re raising aviation safety standards by providing a broad selection of systems, services and technologies to improve aircraft safety and provide our customers with a competitive edge.”

When a company with unmatched expertise in aviation safety needs training for its own aviation department, it turns to FlightSafety International, the world leader in professional aviation training.

“Honeywell is committed to innovation that enables a safer aerospace industry,” says Cote. “FlightSafety shares that vision by ensuring our pilots are trained on the latest technologies to keep Honeywell productive and flying safely.”

The Most Trusted Name in Training.

For more information, please contact any of our Learning Centers or call Scott Fera, Vice President Marketing: 718.565.4774. Our headquarters are at the Marine Air Terminal, LaGuardia Airport, New York 11371-1061. Email: sales@flightsafety.com flightsafety.com

FLIGHTSAFETY COTE_HONEYWELL AD - CAT MAGAZINE - Bleed: 212 mm x 283 mm Trim: 206 mm x 277 mm COLOR VERIS PROOF

A Berkshire Hathaway company

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cover credit Embraer

front cover

contents CAT 4/2009

05 Editorial Comment

08 year in review

08 YEAR IN REVIEW Flying Through This Royal “Annus Horribilis”. Assaulted by unstable fuel prices, global economic downturn and several high profile accidents, the industry and the training sub-sector have the spotlight on them like never before.

16 TRAINING TECHNOLOGY It's Not About The Machine – Pilot And Maintainer Training Equipment.

Enamored as we are with incredibly realistic computer-generated visual scenes... what it all comes down to is training.

22 PILOT TRAINING

16 training technology

Flying On Reserves – Middle East Carriers In Need Of Change. The juggernaut of expansion has not seen a dramatic slowdown. However, aviation in the Middle East has specific needs.

26 MAINTENANCE TRAINING Engineer Staffing And Training In Need Of Some Maintenance. The airline industry is once again beset by challenges, but the engineering sector is managing to keep its head above water.

30 CABIN CREW TRAINING Fiscal Rigor Changing Trends In Cabin Crew Training And Equipment.

With more duties to perform due to harsh economic realities, the chances of safetyrelated errors could grow.

26 maintenance training

34 THIRD PARTY TRAINING From Idle To Slow Cruise – Third-Party Business Still Down. The thirdparty training industry remains in the doldrums, but there are signs of recovery and change.

39 CONFERENCE PREVIEW EATS 2009 Flight Plan Now Filed For Prague. Now in its eighth year, EATS 2009 will explore “Technology and Technique” to advance European flight training and safety.

40 NEWS Analysis and Seen & Heard. Update and assessment of the training market, compiled and edited by Lori Ponoroff and the CAT editorial team.

30 Cabin Crew Training

feature Articles

Raise the Safety Bar. Lower the Hysteria. No one should minimise the real tragedy that the Buffalo crash represents… but the subject is complex, and not well served by continuous 30-second sound bites about “inexperienced new pilots.”

49 CIVIL FULL FLIGHT SIMULATOR CENSUS Comprehensive and updated global tally of operational civil full flight simulators.

79 SIMULATION & TRAINING COMPANY LISTING Find the company and services that you need, with contact details.

CAT MAGAZINE • ISSUE 4/2009

07

year in review

Flying through the Annus Horribilis Looking back on 2008 and in particular the first half of 2009 is a sobering exercise.

Assaulted by the scourges of unstable fuel prices, a global economic downturn unlike anything seen in decades, and several high profile accidents, the industry and the training sub-sector has the spotlight on it like never before. As usual, those aiming the lights are unlikely to pay attention to the associated good news stories. It’s not difficult to find those stories, including long-awaited global regulatory renewal, the continued advance of both aircraft and simulation technology, the historic introduction of major new aircraft models, and the remarkable resilience of the industry itself. Editor in Chief Chris Lehman positions the light for a more balanced assessment.

08

CAT MAGAZINE • ISSUE 4/2009

In 2008 Airbus added 163 net orders for A350 XWBs. Image credit: Airbus

FIGURE 1

HULL LOSSES 2008

Source: IATA

Hull Loses per Million Departures

6.43

1.89 0.81

0.42

0.58

0.58

Europe

North America

Asia/ Pacific

2.12

2.55

0.0 World

North Asia

Middle East & North Africa

Africa

Latin Commonwealth America of Independent States & Caribbean

Market Value (in Billions $)

Markey climate change bill, which will levy an onerous fuel tax and ironically FIGURE 4 FIGURE 2 make US airlines financially less able to NEW AIRPLANES Source: Airbus/Boeing AIRCRAFT BACKLOGS improve their environmental performEmissions Policy 2009–2028 ance through fleet modernisation.

The Market Value: $3.2 t Government policy on the impact of ORDERS 1990-2009 8,130 legislation itself has conflicting sections. aviation on the natural environment 1,420 ATA President James May stated: “These is also a major concern. Last year we 1,600 UNDELIVERED 3,521 conflicting views indicate... far more acknowledged the importance of the work needs to be done to construct link between aviation and the environ1,200the right approach... what we have now just ment but emphasised that aviation is 9,965 ORDERS 1990-2009 800 doesn’t make sense.” responsible for only 2% of global CO2 IATA announced that the aviation emissions.

Europe had UNDELIVERED 3,513announced its 70 400 accident rate worsened in 2008, although intention to adopt an “emissions tradthe number of fatalities fell compared ing scheme” by 2012, with enormous 0 0 2,000 4,000 6,000 8,000 10,000 with 2007. There were 502 fatalities inRegional Jets Single Ai cost to the industry. Regrettably, in June 2% 44% 2008, compared with 692 in 2007, an this year, the US passed the WaxmanAirbus

does not need misguided economic policies in a recession.

Boeing

I

ndustry pain from last year’s $150 oil spike had hardly abated when the global economic recession began exacting its toll in early 2009. IATA predicted in June that global losses this year would almost double from those forecast a few months earlier, to a sobering $9 billion. World airlines are facing a 15% drop in revenues, with passenger demand contracting 8% in 2009 to 2.06bn flyers, compared with 2.24bn in 2008.

North American carriers had been predicting small profits this year but are now expected to lose about $1bn.

US carriers cut capacity quickly during last year’s fuel crisis, putting them in a much better position to fly through the current downturn. European carriers are expected to lose $1.8bn, mostly caused by a collapse in premium travel, while Asia-Pacific airlines will be $3.3bn in the red. And even resilient Middle East airlines will take a $1.5bn hit this year due to the decline in business travel.

While the timing of full economic recovery is difficult to predict, it is critical that national governments resist the scourge that always emerges during recession, that of protectionist policies.

IATA CEO Giovanni Bisignani stated: “Protectionism is the enemy of global prosperity.” His warning about hindering world trade is fundamental – the industry

CAT MAGAZINE • ISSUE 4/2009

FIGURE 6

GLOBAL “COMPETITIVE” LEVEL D FLIGHT SIMULATOR SALES Source: CAT Magazine

09

FIGURE 3

Key indicators 2008 to 2028

D 2

Asia

Pacific

America

& North Africa

America of Independent States & Caribbean

FIGURE 4

1,510 8,130

1,420

ORDERS 1990-2009

1,600

Source: Airbus/Boeing

3,521

UNDELIVERED

1,200

800 9,965 220

ORDERS 1990-2009

70

400

3,513

UNDELIVERED

0 0

Regional Jets Single Aisle 2% 44% 4,000 6,000

2,000

Twin Aisle Large 47% 7% 8,000 10,000

Source: Boeing

FIGURE 3

FIGURE 3

FIGURE 6

Key indicators Demand by region GLOBAL “COMPETITIVE” D 2008 to 2028 2009 toLEVEL 2028

FLIGHT SIMULATOR SALES Growth measures 2004-2008 World economy

Region

3.1%

Gross domestic product (GDP )

Airplane fleet Number of passengers

33 4.1%

22traffic Airline

4.9%

Revenue passengerkilometers (RPK)

Cargo traffic

New Value airplanes ($B)

Asia Pacific55

8,960

North America 7,690

3.2%

5.4%

Revenue tonnekilometers (R TK)

Outlook

Source: CAT Magazine

51

1,130

51

680

Europe

7,330

800

Middle East

1,710

300

Latin America 1,640

150

R&CA*

1,050

FIGURE 4 credit collapses. In 2008 Airbus and Boelowing the oil spike and ing received combined net orders for 1,445 aircraft. The decline Source: Boeing NEW AIRPLANES in orders had 2009–2028 been expectedMarket since about given the torrid Value:2005, $3.2 trillion pace of new aircraft sales. This compares with 2007, which saw an astounding 1,413 net orders for Boeing and 1,458 for 1,510 Airbus.

1,420it was clear that With a three-year sales total of 6,852 at end 2007, 1,600 even without a global recession, an order “time out” was due.

In 2008 both OEMs essentially split the narrowbody seg1,200 ment, with Boeing taking 484 B737NGs, compared with 472 for the A320 family. Airbus 800nabbed nine A380s bringing total sales to 198, with Boeing selling three B747-8s. Airbus added 163 220 net orders for A350 XWBs, 135 A330 orders. Boeing booked 400 and 70 orders for 93 B787s and 54 B777s, and some 29 orders for the ven0 erable B767. Current backlog at both OEMs is a remarkable 7,000 Regional Jets Single Aisle Twin Aisle Large aircraft representing at least six years’ production, as shown 2% 44% 47% 7% in Figure 2. Like the Airbus A380 in 2006, the B787 Dreamliner development schedule has suffered, with first flight now delayed FIGURE 5 until later this year.

Market Value (in Billions $)

Source: Boeing

2009–2028 Market Value: $3.2 trillion AIRCRAFT BACKLOGS Boeing Airbus$) Market Value (in Billions

year in review

NEW AIRPLANES FIGURE 2

90

Africa

620

70

Total

29,000

3,220

*Russia and Central Asia.

DEMAND DIVERSITY Source: Boeing Sourc ANNUAL TRAFFIC GROWTH

Key indicators Demand By the time of the Paris Air Show in June, it was clear thatby theregion 2009toto 2028 2008 to 2028 Herculean order2008 book to of 2028 past years wasGrowth not going materialize, although Airbus announced almost $13bn 6.9% in orders •and Asia PacificValue including within Growth New 6.1% Asia Pacific excluding commitments, representing measures 58 aircraft, and commitments Region airplanes ($B) within • for 2.5% Within North America • a further 69. As World expected, most customers were from Asia and economy 3.1% Asia Pacific 8,960Europe 1,130 3.4% • Within GrossAirways domestic ordered 24 A320 family transports, Middle East. Qatar 8.6% Within China • North America 7,690 680 product (GDP ) plans to•buy and Hungarian discount carrier Wizz Air announced 4.6% North Atlantic Europe 7,330 800 5.5% fleet 3.2% 69 A320s. Other Airplane Airbus customers included Air Asia, Air Vietnam • Europe to Asia Pacific 4.9% East • Transpacific Middle 1,710 300 and Turkish Airlines.

Number of 4.1% 4.7% North America to Latin Ame • for passengers Boeing announced only one order at ParisLatin -6.4% two B737s America• Within 1,640Latin America 150 4.3% Europe Airlineof traffic 4.9% that rival MC Aviation Partners Japan, asserting Airbus has a to Latin America • R&CA* 1,050 90 Revenue passenger5.3% • Within and to Russia and Cent policy of saving up orders to announce at the show.

Both compakilometers (RPK) 5.4% Africa • Africa620to Europe 70 nies have been expending efforts to head-off order cancellations 6.3% Middle East to Asia Pacific •29,000 Cargo traffic 5.4% 3,220 and deferments of late, but given the size of the Total mutual backlogs, Revenue tonne-

2004

2005

2006

2007

2008

improvement from 0.23 fatalities per million passengers to 0.13 per million. The global accident rate, measured in hull losses per million flights of western-built aircraft, stood at 0.81, indicating an accident for every 1.2 million flights. Last year saw 109 accidents, compared with 100 in 2007, and total fatal accidents increased to 23 in 2008, from 20 in 2007. IATA data illustrates that runway excursions accounted for 25% of all accidents, ground damage for 17%, and deficient airline safety management contributed to 30%. Figure 1 compares accident rates globally.

Global differences in accident rates are noteworthy, with North America, Europe and Asia/Pacific performing consistently above the average. Unfortunately first half 2009 saw some sobering accidents, including the Q400 in Buffalo, and the A330 and A310 tragedies. While there is little doubt that technological failure contributed to one or more of these accidents, their occurrence has stimulated a renewed examination of flight crew training, particularly at the regional airline level. The WATS/RATS event in April zeroed in on the training components of these incidents, including Loss of Control Inflight (LOC-I), stall recovery, runway incursion/excursion, and pilot fatigue, as well as the importance of recognized safety programs such as FOQA, ASAP and IATA’s IOSA.

New Tin The expected slowdown in aircraft orders started last year fol10

CAT MAGAZINE • ISSUE 4/2009

*Russia and Central Asia.

(R TK) any real alarm bells. neither seems tokilometers be sounding Airbus CEO Tom Enders has said that deliveries could fall as much as 25% by 2011 depending on the length of the recession, but that 2009 deliveries are holding up well and that as many as 480 Airbus aircraft will be delivered in 2009, the same as in 2008.

As for orders, the pundits are still pointing to a combined 2009 Boeing-Airbus tally of around 500-600, close to the 640 total sold in 2004, just before the start of the multi-year sales frenzy.

As expected, this year Boeing lowered its annual 20-year forecast for the commercial market, down slightly from last year’s forecast of 29,400. The 29,000 new passenger and cargo aircraft are valued at a still impressive $3.2 trillion. With its record backlog of over 3,500 aircraft, including almost 900 for the fuel-efficient B787, Boeing emphasises that long-term demand remains strong, particularly for more efficient aircraft.

Robust demand from China, Middle East and India, coupled with fleet renewal in Europe and North America, will stabilize the market over the next few years. Asia Pacific region will be the largest market with 31% of new deliveries and 36% of total market value. The region’s share of the air travel market will rise to 41% from 32%, the globe’s highest annual traffic growth. Within the airline types, it will be the low-cost carriers that will lead growth over the next two decades. Figures 3, 4 and 5 summarise elements of the latest forecast picture.

Opinions vary on pilot hiring, but the simple fact is that the current cyclical downturn does not greatly impact long-term

America of Independent States & Caribbean

NEW AIRPLANES 2009–2028

Market Value (in Billions $)

year in review

FIGURE 4

Source: Boeing

Market Value: $3.2 trillion 1,420

1,600

1,510

1,200 800

0

220

70

400

Regional Jets 2%

Single Aisle 44%

Twin Aisle 47%

Large 7%

FIGURE 5

DEMAND DIVERSITY FIGURE 3 ANNUAL TRAFFIC GROWTH Key indicators 2008 to 2028 Growth

Growth measures World economy Gross domestic product (GDP )

Airplane fleet Number of passengers Airline traffic Revenue passengerkilometers (RPK)

Cargo traffic

6.9% 6.1% 2.5% 3.1% 3.4% 8.6% 4.6% 3.2% 5.5% 4.9% 4.1% 4.7% 6.4% 4.9% 4.3% 5.3% 5.4% 6.3% 5.4%

Revenue tonnekilometers (R TK)

Source: Boeing Source: Boeing

Demand by region 2009 2008 to 2028 to 2028

within Value China • Asia Pacific includingNew Asia Pacific excluding within China airplanes ($B) •Region Within North America •Asia Pacific 8,960 1,130 Europe • Within Within China •North America 7,690 680 North Atlantic •Europe 7,330 800 • Europe to Asia Pacific Transpacific •Middle East 1,710 300 North America to Latin America •Latin 1,640 150 Latin America • WithinAmerica Europe to Latin America •R&CA* 1,050 90 • Within and to Russia and Central Asia Africa 620 70 Africa to Europe • Middle East to Asia Pacific •Total 29,000 3,220

*Russia and Central Asia.

demand. While there is currently an abundance of experienced pilots due to capacity cuts, throughout 2007 and into early 2008 many US regional airlines had difficulty filling new hire classes.

There were simply not enough new candidates entering the system. It is expected that the US Majors will begin hiring again in early 2010, but some smaller carriers are already hiring and expect to see increased activity throughout the second half of 2009. By 2012 the effects of the age 65 rule will begin to be realised; the consensus continues to point to the need for at least 10,000 new pilots per year over the next decade. There is concern about the declining level of interest in the industry, the dearth of new training starts and the greater attraction of overseas careers for western-trained pilots. Given these dynamics CAT believes that within two years there will once again be a pilot shortage.

Sims And Services An oft-reported barometer of industry health is simulator sales.

Manufacturer supplied data point to an impressive 51 total FFS “competitive” sales in 2008, only slightly lower than the 2007 figure of 55. Of these some 34 were booked by CAE, 11 by Thales, five by Mechtronix and one by FlightSafety International. Narrowbody FFS sales were dominant in 2008, with 29 reported - 19 A320s and 10 B737s. Widebody FFS sales totalled 11: five B777s, three A330s, two B747-8s and one B787. Six regional airline simu12

CAT MAGAZINE • ISSUE 4/2009

lators were booked for 2008, four EMB 170/190s and two ATR 42/72s, up from a total of four in 2007.

The global distribution of the 2008 simulator order book correlates with the current industry dynamic: orders from AsiaPacific comprised 15 of the yearly total, with Russian and eastern European orders starting to emerge; Thales booked two A320s from S7 Airlines and CAE inked an order from Aeroflot for the A320. Mechtronix had an impressive year, booking five machines, including two B737NG for Shenzen and Gozen Group, and two A320 for Gozen and CAFUC. There was also an ATR42/72 inked.

At press time, CAT had already noted 2009 calendar year-to-date orders of 14 for CAE, and four for Thales, including an A330/340 Turkish Airlines deal for the latter, which will be based on the company’s new RealitySeven simulator architecture. Thales had also inked a RealitySeven FFS in Paris for the B777 from Pakistan International Airlines.

In early 2009 Thales announced a new division to offer fully packaged flexible training solutions tailored to the current market environment. Marion Broughton, Managing Director of FIGURE 5 Thales UK Simulation and Training, told CAT: “While we are not DEMAND DIVERSITY in the business of opening up independent training centres or Sourc ANNUAL TRAFFIC GROWTH directly supplying pilot provisioning services... we do however believe that through our extensive industry network, Thales can Growth 2008 to 2028 help facilitate a complete solution to an airline’s training require6.9% • Asia Pacific including within ments when the need arises.”

6.1% • Asia Pacific excluding withi The need for training providers to be flexible 2.5%in market • Within North America 3.4% approach can also be seen with CTC’s venture into the contract • Within Europe 8.6%for ways • Within pilot sector, as airlines cut costs and vigorously look to China 4.6% North Atlantic • structure their business efficiently. Known as CTC 5.5%FlexiCrew, • Europe to Asia Pacific the initiative can access a pool of about 1,000 pilots, 4.9%instructors, • Transpacific 4.7% North America to Latin Ame and examiners for short-term hire. Currently, interest seems to • be 6.4% is specu• Within Latin America from low-cost carriers in Europe and Australasia. There 4.3% • Europe to Latin America lation that contracts may turn into more long-term5.3% arrangements • Within and to Russia and Cent and that business aviation may also prove to be a significant 5.4% • Africa to Europe 6.3% opportunity.

• Middle East to Asia Pacific At Paris, CAE announced new 7000 series A320 and A330/340 simulator sales for Gulf Air, and disclosed that Emirates-CAE Flight Training had signed a contract with new Dubaibased LCC flydubai. The deal is for initial and recurrent training for the carrier’s B737-800 aircraft. Perhaps the most interesting CAE announcement was the linkup with Bombardier for the new CSeries aircraft program and training devices. CAE was selected to develop an engineering simulator for the aircraft, using its new Augmented Engineering Environment, as well as the prototype FFS. At press time, Rockwell Collins had announced its highly anticipated entry into the commercial airline market with a contract for two FFSs with the UK’s CTC Aviation Group, the first of which will be a B737NG. With new simulation technology called CORE, Rockwell Collins had been busy acquiring several simulation stalwarts over past years, including NLX, Evans and Sutherland, and SEOS.

Spotlight On Flight In Europe the progress of EASA transitioning from the JAA era has been turbulent. While CAT has followed progress and dedicated much of its European Airline Training Symposium (EATS) to the subject over past years, it is clear that one of the biggest problems is that the European Commission (EC) did not consult with industry before adopting the Basic Regulations. The new requirements for FCL and Flight Operations are based on the

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The school of excellence ATCT is a qualified training and simulation center which complies with all international rules and standards.

Based on innovative course ware, top level instructors and the most advanced technologies available, ATCT provides its customers with a range of state-of-the-art training courses for pilots, maintenance staff and performance engineers. We deliver a complete, customized solution for initial, recurrent and requalification training curriculum.

ATCT simulators offer the best of today’s cutting-edge flight simulator technology. Available 24 hours a day, these simulators include: 1. Two Full Flight Simulators AIRBUS A320 (A320 FFS) 2. One A320 FMGS trainer (FMST A320) 3. One A320 Flight Training Device (FTD) Our facilities are designed to make your training experience as pleasant as possible.

You will train the way you fly, and you will fly the way you train.

ATCT, Les Côtes de Carthage, Zone touristique, BP N°77, 1057 Gammarth, Tunisie Tél.: +216 71 911 811 / Fax: + 216 71 911 606 E-mail: atct@atct.com.tn - www.atct.com.tn

2,000

4,000

6,000

8,000

10,000

year in review

FIGURE 6

GLOBAL “COMPETITIVE” LEVEL D FLIGHT SIMULATOR SALES Source: CAT Magazine 2004-2008

51

55

51

33 22

2004

2005

2006

2007

2008

JARs, but making them meet legal wording requirements is proving very difficult, and the time available to apply the new regulations is disappearing. Understandably the industry is frustrated - CAT will continue to monitor progress.

In the first half of 2009, major training issues have been highlighted in the US following several accidents, particularly the Q400 crash in Buffalo, NY. For over a decade CAT has discussed the unique structural issues surrounding North American regional airlines, and has organised its regional airline (RATS) conference as an integral part of the annual WATS training event. The Q400 crash highlighted some of these issues starkly, including the changing demographics of the flight deck

14

CAT MAGAZINE • ISSUE 4/2009

M

0

0

Regional Jets 2%

Single Aisle 44%

Twin Aisle 47%

Large 7%

FIGURE 3 backgrounds for new hires is quite Source: Boeing and the fact that training different today. indicators Demand Initial - but Key not conclusive - information suggests thatby theregion 2008 to 2028 2009 to 2028 captain had apparently failed an unusually high number of check rides in his career, there was evidence of crew fatigue and ill-New Value Growth Region airplanes ($B) ness, and errors measures had been made in aircraft handling resulting in LOC-I. Understandably the regulator World economy 3.1%has quickly Asia focussed Pacific on 8,960 1,130 these issues andGross has domestic issued a “Call to Action” on regional airline North America 7,690 680 product (GDP ) hiring, training and testing. In the background, the FAA’s N&O Europe 7,330 800 Airplane fleet 3.2% rewrite for Part 121 operators is looming, but immediate FAA Middle East 1,710 300 Number of 4.1% for pilot activity includes adopting best practices record checks passengers America 1,640 150 that would result in a more expansive search forLatin all records availAirline traffic 4.9% search would include all able from a pilot's career.

The expanded R&CA* 1,050 90 Revenue passengerrecords the FAAkilometers maintains on individual pilots, in addition to the (RPK) Africa 620 70 records airlines already receive from past employers. Airline and Cargo traffic 5.4% Total 29,000 3,220 union officials also recommended developing pilot mentoring Revenue tonne*Russia and Central Asia. kilometers (R TK) programs that will expose less experienced pilots to the safety culture and professional standards practiced by more senior pilots. Many would also like the FAA to take a harder look at emerging new training regimes, such as ICAO’s Multi-Crew Pilot License (MPL).

To address concerns about fatigue, FAA will start rulemaking to rewrite the rules for pilot flight and duty time to incorporate recent research about factors that lead to fatigue. Most importantly, FAA will ask all airlines to operate safety reporting systems, such as Flight Operations Quality Assurance (FOQA) and the Aviation Safety Action Program (ASAP) to provide better data about safety issues. These voluntary - and highly effective - programs have not been adopted by all operators due to cost.

Above Narrowbody FFS sales were dominant in 2008, including 19 A320s.

Image credit: CAE.

The FAA is also looking at a new rule to allow pilots to regularly experience in-flight manoeuvres in upset recovery using simulation. Debate will begin in earnest on the fact that hexapod motion systems might not be ideal, given the lack of sustained g-forces that accompany actual in-flight manoeuvres. Further, it is well known that the limited flight envelopes typical of even Level-D FFSs would need to be expanded to facilitate the needed manoeuvres, and that simulators probably need to be supplemented by in-aircraft training. The rule will likely be in place next year and carriers would have five years to implement.

At the recent RAeS conference in London, “The Edge of the

Envelope,” it was pointed out that loss of control accidents are now producing more deaths than CFIT and that most of these situations were entirely recoverable. As it did with the International Working Group (IWG) that developed international simulator standards to update ICAO document 9625, the RAeS has again agreed to lead an IWG, this time on extending the FFS envelope and analysing extra training to reduce LOC. This timely effort will be closely followed by CAT. While all this attention is being paid to the additional training possibilities of simulators, the age-old question about the relevance of motion cues themselves is still being debated. The US DOT’s Volpe Center recently questioned the utility of motion to facilitate transfer-of-training, particularly when a high quality visual system is also present. There is no evidence, says the Center, that aircraft handling skills learnt in simulators with sixaxis motion, are transferred to flying the aircraft itself. Whether these sentiments are the beginning of a trend, or serve to change regulatory directions or mentalities is not clear. What is clear is that we are entering an age where there will be increasing scrutiny of who is on the flight deck and how they got there.

The Flight Safety Foundation has said if safety is to improve on what we see now, airlines have to go "beyond compliance" and do more than regulatory minimums. The fact that most airline operators have done exactly that for these past decades is one of the reasons for the remarkable safety achievements of this industry. Nevertheless, the professional pilot has always been an operator’s last opportunity to contain errors or omissions made in the system upstream of them, however caused. We must remember this fact, keeping the focus on exactly how we obtain the qualities we attribute to “professional pilots.” cat

CAT MAGAZINE • ISSUE 4/2009

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TRAINING TECHNOLOGY

It’s Not About The Machine – Pilot and Maintainer Training Equipment Enamored as we are with incredibly realistic computer-generated visual scenes and the capability of cockpits on stilts to imitate crisis scenarios that stress even the most veteran of captains, what it all comes down to is training, observes Rick Adams.

C

yclist and cancer survivor Lance Armstrong, winner of a record seven Tour de France titles (and something of an expert on training regimens for his sport), declared in his autobiography, “It’s not about the bike”.

And now, after decades of putting full flight simulators on a pedestal as the quintessential be-all and end-all of technology-driven training, those who develop professional pilots for airlines, bizjets and the military are stating, nearly in synch, “It’s not about the machine”. In truth, it never really was.

“The machine is generic,” Andy Morris of Rockwell Collins suggests. “It could be any device, including a maintenance or flight trainer. What we’ve created is a fundamental simulation environment designed to support all training - military or commercial.” Morris, director of international business develop16

CAT MAGAZINE • ISSUE 4/2009

ment for Simulation & Training Solutions (STS), is referring to Rockwell’s recently announced Common Open Reusable Elements (CORE) simulation architecture strategy.

The unveiling of RC’s long-anticipated civil aviation training thrust follows on the heels of Thales Training & Simulation’s “New Reality” concept, which civil marketing and strategy director, Mark Dransfield describes not as a technical revolution but more “a change of the way of doing business…. Technically the customer liked us. But the customer base is changing.” There’s less of an emphasis on engineering, he explains, more on the business and financial aspects in decision-making.

On the surface, the common thread between the Rockwell design, Thales, and CAE’s Series 5000 and 7000 announced two years ago may seem to be their modularity – a motion base

Above CTC will be the first CORE customer – with the new architecture featuring on two FFS. Image credit: Rockwell Collins.

module (or “docking station” in the new parlance), a visual systems module, and an aircraft-specific cockpit module in the case of an FAA Level D/ICAO MPL Level 7 flight simulation training device (FSTD). But all three major sim manufacturers quickly emphasize the flexibility for the customer and “more focus on training value and performance aspects,” as CAE chief technology officer Adolfo Klassen phrases it.

CORE Beliefs Rockwell Collins’s CORE architecture is the culmination of a five-year sequence of acquisitions in the training market by the Cedar Rapids, Iowa-based avionics

leader. It gobbled up simulator manufacturer NLX in 2003 (Sterling, Virginia and Binghamton, New York), visual image generation specialist Evans & Sutherland in 2006 (Salt Lake City, Utah), and, last December, SEOS Displays (Sussex, UK).

“We took a clean sheet approach based on the integration of these elements,” explains Mike Knowles, director for STS commercial systems. In addition, he believes synergies with avionics development will provide a marketing advantage for the training side of the house. “We’ll be able to more accurately reflect the aircraft more easily as it moves through its life.” The architecture may even have flow-back potential for avionics engineering “bread board” and test bed development.

Morris says the CORE building block concept takes advantage of commercially available software tools and utilities, is highly scalable for application across different types of training devices - from desktop to full flight – and can easily accommodate upgrades and new technology insertions.

Launch customer in the civil market is CTC Aviation Group, which will take delivery of a B737NG full flight simulator mid-‘09 at its crew training centre at Nursling, UK. (It has another centre in New Zealand.) CTC has also ordered a second sim, type not yet announced.

The CORE architecture will also be applied to an integrated training system Rockwell is producing for the US Navy’s E-2D aircraft.

“We’ve always been interested in [the simulator] market,” notes Knowles.

“We’ve been looking for a solution breakthrough.”

Morris doesn’t think the traditional airline alignment with legacy simulator vendors will be a major hindrance to penetrating the civil sector. “Each customer procurement tends to be different. And our objective is to always be competitive on life-cycle and acquisition costs.

“We have a long-range view of the business,” he adds. “There have only been two players of significance [during] the past 10 years,” says Morris, a former CAE marketer. “We see opportunity to focus on the new era of aircraft coming down the drawing board, including aircraft which have significant Rockwell Collins avionics content. Every machine is [different from] the last one built. Everybody’s got a new answer.”

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CAT MAGAZINE • ISSUE 4/2009

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TRAINING TECHNOLOGY

Brand Reality Thales Training & Simulation (TTS) went through some structured soul-searching during the past year, assisted by a London marketing research firm, focused on “understanding the customer’s business drivers,” Dransfield relates. “We’re looking for the right combination of flexibility – product and support – that will work for them.”

The result is a cornucopia of realities: reality integrated solutions, reality commercial options (financing), reality support solutions (cover / traditional, assist / customisable, and shield / turnkey), and reality equipment solutions. “Everything from completely in-source to completely out-source, and everything in the middle,” Dransfield says. “But we stop short of providing instruction, car park security, receptionist, and putting our name on the door.”

The formal launch in February of Thales’s RealitySeven simulator was timed with the transition into new facilities in Crawley, UK, and required “a lot of change management with staff.” The TTS culture is described as “different [from] the rest of Thales Group” despite a 10-year ownership of the former Rediffusion / Hughes Training and Singer LinkMiles. Nonetheless, Dransfield says the New Reality investment demonstrates the “very strong commitment” to simulation by the 12.7bn Euros revenue parent company.

Thus far TTS has announced 14 orders for the RealitySeven Level 7 device, including half a dozen A320s for Airbus and the two most recent for Turkish Airlines (THY). One of the THY sims will be a traditional A320. The other will be “swapped” between A330 and A340 types, highlighting the modularity / flexibility of the design.

Dransfield envisions various integration and relocation options for the customer. “We build the cockpit module almost as an FTD.” If an airline’s fleet changes, they could buy a new cockpit and put it on the existing docking station / motion system (and perhaps use the old cockpit as a high-end FTD). A training center operator whose business for a certain aircraft type shifts from one region to another could reposition just the cockpit module, not an entire simulator - “not overnight, but maybe once a year.”

Among the technical features of the Seven, are digital electric motion and 18

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Launched in February – Thales’ RealitySeven simulator.

Image credit: Thales.

control loading, display mirror radii up to 11 feet, and an instructor / operator seat ergonomically designed for the optimum distance from the touch screen monitor (and adaptable for right-handers or “lefties”). Its new ThalesView, unveiled last year for the civil market, has achieved Level D acceptance for three devices.

A companion MPL Level 4 device is expected as well, likely to be labeled RealityFour.

“The biggest change is that we’re listening,” Dransfield says. “We’re engaging customers more.” Incorporated in the new mindset is a customer involvement panel, a dozen or so key customer representatives who will meet two to three times a year, and the re-launch of technical expert advisory groups.

Getting Personal The modular designs touted by Rockwell and Thales “seem very familiar to us,” notes CAE CTO Klassen. “We put these standards into the market a couple of years ago.” Modularity, he explains, can deliver to the customer with a shorter lead-time at reduced cost. The Montrealbased training company has occasionally moved simulator cockpits from one location to another within its global network, requiring only about a day for final integration and validation at the new site.

And for some military users, CAE has built multiple cockpits that can “roll on / roll off” a single docking station, enabling aircraft type changes within a few hours.

But Klassen quickly points out, “Our

products are pilots.” Unlike its devicefocused competitors, CAE offers the gamut of pilot screening, training centers for ab initio and type ratings, maintainer and cabin crew programs, and of course the gamut of Series 5000 (regional and business aircraft) and 7000 simulators (widebody aircraft and helicopters), Tropos visual systems, flat panel trainers, courseware, and Simfinity web-based delivery.

Klassen says CAE’s current technical efforts include more content for visual cueing and new electric motion system algorithms for enhanced physical cues, especially for critical performance areas such as take-off, landing, and cross-wind conditions. Enhanced air traffic control elements and weather effects are also part of the roadmap.

CAE is initiating a research effort to explore “personalized instruction”, evaluating how an individual candidate or pilot uses the available tools in the cockpit, then incorporating the information into brief/debrief aspects of that person’s training.

“We’re not quite there yet,” Klassen cautions. “The challenge is more logistics than anything else.”

Monitoring an individual pilot’s sessions might include traditional videotaping. But it might also encompass collecting data, captured via eye-tracking sensor technology that observes where the student is focusing, which instruments and controls, for example, and measuring response times, like how long it takes to react to a particular situation.

“We need to know what’s going on in the cockpit, what the pilot is doing beyond what an instructor can observe peering over his shoulder and taking notes.”

The individually tailored instruction research is part of a five-year, US$665m “Project Falcon” R&D effort announced

by CAE and the Canadian government in March. Among the project’s primary goals are an augmented visionics system, enabling a pilot to take off and land safely even when visibility outside the cockpit is restricted, and simulation and modeling for new types of aircraft, unmanned vehicles, and replacement models for current aircraft.

“We haven’t slowed down R&D spending,” Klassen says, adding that CAE is holding to its forecast. Citing

growth rates in India and China around 8%, he believes “the market will come back, and we’re planning to have the right tools in place.”

Bridging the Gap One industry leader who is “thrilled to see CAE’s initiative in this direction,” is Professional Aviation Board of Certification executive director Pete Wolfe. “As a community, we don’t have a real handle on how highly experienced pilots do what they do. It would represent breakthrough technology to track behaviors and decision factors, and develop methods of showing not only what is taking place, but what the pilot is thinking about.”

The non-profit PABC believes there is a gap between what students learn in order to pass the exam for a commercial pilot’s license, and what they need to understand to effectively manage a passenger or cargo transport aircraft in a variety of weather and unusual conditions. Given the industry inconsistency of training curricula and testing methods, which largely fall to the parent airlines or code-share regional feeders, the group advocates a global pilot certification standard and competency-based

exam to validate a student’s knowledge and decision-making at a best-practices level.

“Everybody has relied on the flying time assumption – if someone can survive so many hours, they’re going to have the necessary experience. There’s much more to it,” says Wolfe.

“In the pilot community I think it is acknowledged that simply raising the total amount of time by over half is not really a good benchmark for how good the quality of the pilot is,” FAA Administrator Randy Babbitt says. “The quality of training is far more important than the quantity of training or total time.”

Air Line Pilots Association (ALPA) president Captain John Prater echoed those thoughts in recent testimony to the US Congress: “The least demanding Federal Aviation Regulations, which govern commercial pilot license requirements… were written decades ago, when there was no expectation that they would be used as minimum standards to train pilots to take jobs as airline first officers…. The regulations allow self-study and many such training courses emphasize passing the test rather than learning the material. We do not feel these

requirements are adequate to prepare a professional airline pilot.”

Another interested organization might be ICAO, which is in the early stages of a workforce development initiative that will include recommendations for next-generation aviation professionals.

With the influx of younger, low-hour pilots into civil aviation, Wolfe believes, “We need to accelerate the learning experience.” If CAE’s and others’ research can be validated, PABC will be “excited to see what aspects of that might become part of a global standard or recommended practices, especially if it helps prove which attributes contribute to effective pilot performance at a more expert level not related to flight time.”

How is it that experts are able to discern subtle cues and do just the right thing in situations where novices fail?

“Experienced decision makers see a different world than novices do,” concludes Gary Klein, a cognitive psychologist who has studied stressful occupations such as firefighters, the military, intensive care nurses, and aviators.

“What they see tells them what they should do.”

Klein, whose Fairborn, Ohio group

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TRAINING TECHNOLOGY

is now part of Applied Research Associates, suggests the most critical decisions are based on natural intuition but supplemented by the ability to recognize patterns and interpret cues. Even if an expert pilot has not encountered a specific situation previously, he has probably “seen it before” in a sort of mental simulation – much like champion athletes visualize positive performances and winning results.

“We used to think that experts carefully deliberate the merits of each course of action, whereas novices impulsively jump at the first option,” says Klein. The opposite is true. “It’s the novices who must compare different approaches to solving a problem. Experts come up with a plan and then rapidly assess whether it will work. They move fast because they do less.”

Novices need a decision-making framework, i.e. weighing options, to help them think their way through a dilemma.

But the way to get people past the beginner stage is to “accelerate the growth of their experiences” so they can more rapidly accumulate “memories” and cues that enable faster, better decisions.

CAE’s Jeff Roberts, group president, civil products and training and services, proposed a “closed-loop” system in his keynote address at the recent WATS conference. He outlined closed-loop training as a continuous learning and improvement process driven by statistics (both in-flight and simulator data).

“We use this data to understand how pilots are operating their aircraft and how they are responding to the current training syllabus. It allows us to constantly adjust the training process based on this information.

“The closed-loop method,” Roberts added, “becomes more important as overall levels of pilot experience decline, because we can no longer count on long apprenticeships to convey the necessary knowledge.”

Keeping Pace Sometimes the training challenge is machines that do not communicate well with other machines. And the solution may also be modular.

“One of the biggest challenges simulator providers are faced with in the age of glass cockpits, is updating avionics systems to match the latest manufacturer’s release,” explains Mark Limbach, 20

CAT MAGAZINE • ISSUE 4/2009

Above Tricom’s A380 maintenance flight training device.

Image credit: Tricom Technologies.

business development VP for Fidelity Flight Simulation. “Software upgrades to the avionics device can give the sim manufacturer fits. Data sent to the avionics devices is totally different [from] what happens in the aircraft. Placing an avionics upgrade configuration card in the appropriate slot in a simulator typically does little except render the device inoperative.”

Significant avionics upgrades “are happening with much greater frequency,” Limbach notes. For example, Garmin announced recently at the EAA AirVenture in Oshkosh, Wisconsin, that a scaled version of its synthetic vision “3D virtual reality” technology would be available on the G600, along with a new autopilot interface and optional GWX weather radar. At the business aircraft convention late 2008, Garmin touted FAA approval for G1000 retrofits.

Less than a year ago Rockwell Collins unveiled a program to upgrade Pro Line 4 flight decks to the newer Pro Line 21 configuration. It is currently in flight test for the next-gen Pro Line Fusion, which incorporates synthetic and enhanced vision, heads-up guidance display, and multi-scan hazard detection. Voice recognition is seen as a future capability. Updates for automatic dependent surveillance-broadcast

(ADS-B) transponders for bizjets were made available in April.

Avionics are typically simulated: “They are so tightly integrated, they are very hard to simulate properly. Training companies want their simulator avionics to match what is sitting on the flight line,” Limbach advises. “This process is much harder if the sim manufacturer no longer has the simulator and avionics at its facility for testing.”

Avionics upgrades have often required “a lot of software re-write, more trial and error than we really want,” Limbach says. So they have developed a “compartmentalized” approach, building the simulator avionics software in a more modular way with relatively independent sections of code.

Fidelity production manager Ron Kostosky says, “Our plug-and-play design allows for the switching of the avionics components as individual pieces. For example, if a customer switched cockpit displays from an Avidyne Entegra to Garmin G1000, we would change the cockpit hardware and then just switch the software drive for the displays we want to run. Separate software pieces allow us to easily support different avionics, or different versions of the same avionics suite, all driven off the same core code.”

Aerosim director of product development, Phil Brown acknowledges, “With technology constantly evolving, it becomes ever more challenging to keep each training device in sync with the fleet configuration. Depending on complex-

New Categories Opinicus is developing a new category of trainer, which sounds contradictory – high fidelity lower level device (HFLLD) – a Level 6 FTD but with a fully-simulated cockpit, all aircraft systems fully simulated and functional as in a Level D trainer, including other systems such as weather radar, flight management system… even a high-fidelity sound and communications system. Plus, a large field of view (240 x 70 degrees) visual display.

The differences between a “full flight” sim and an HFLLD are no motion, direct projection visual (versus the Level D collimation requirement), and lack of complete enclosure. “Since it is not certified to Level D,” notes Opinicus president Jim Takats, “the data license costs are much less.” Also, most of the enhanced features are software-related, i.e. lower recurring costs than for hardware items.

Frasca International and EmbryRiddle Aeronautical University have introduced an immersive flight training environment with virtual air traffic.

When student pilots initiate radio communications in an FTD, the system’s speech recognition “parses the spoken word and responds with an appropriate reply.” The instructor is thus relieved of the task of ATC role-playing. The SAFTEVAT system emerged from Embry-Riddle research that demonstrated the benefits of scenario-based virtual environments.

Maintenance Mix Tricom Technologies has delivered a maintenance flight training device (MFTD) with no real aircraft components, but a complete suite of real A380 software modules (retargeted and rehosted).

The customer is Emirates in Dubai.

The device offers “maintenancededicated features not found in any other simulator,” claims Tricom director of marketing and sales, Kenneth Efford.

Using a standard PC-based architecture and running a mixture of Windows and Linux operating systems, the trainer incorporates a complete retarget of the aircraft’s network system server (NSS)

used for aircraft maintenance operations and a functional onboard maintenance terminal (OMT).

CAE’s maintenance training focus has been on e-learning; the FAA approved six web-delivery courses, including B737NG engine ground operations and maintenance diagnostic systems.

Michele Asmar, director of delivery services for pilot and maintenance training solutions, says aircraft maintainers are increasingly shifting to scenariobased training, “exposing them to as many problems as possible, testing their ability to troubleshoot.” Instead of being pulled from the line for several weeks of hands-on hardware training, 2D and 3D model simulations on a laptop can enable local, self-paced instruction.

Asmar envisions training delivery on hand-held devices, either later this year or early next. There are no significant obstacles with the courseware, though some elements need to be tweaked to fit the small screen size. “We’re not putting the whole simulation on the device.” The hand-held will essentially be the graphical environment with the computation driven by a separate server.

Most maintenance training is geared to experienced mechanics who already have an A&P license, but Asmar indicates some ab initio schools are interested in porting troubleshooting tools into their classrooms. “A web-based solution can lower the price for these schools.”

Oxford Aviation Academy and maintenance, repair, overhaul, and training provider Aveos (Air Canada Technical Services) have agreed to jointly market and provide EASA Part 147 aircraft maintenance training to airlines globally. The pact covers training on a range of Airbus and Boeing types, as well as CRJ and Embraer aircraft. Oxford has been providing training on the BAE 146, RJ, ATP and Jetstream types through its recently acquired Manchester Training Centre.

Ameco Aviation College at Beijing Capital International airport has finished a new US$6.94m building extension with 27 classrooms to meet the growing training needs of the Air China Group and third-party customers. Ameco cites IATA data stating the global industry will need an additional quarter-million mechanics by 2018. Workshops for electric / avionics, hydraulic / mechanical, and composite repair skills are included in the complex. cat

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ity, an update could take anywhere from a couple of weeks to several months to implement. It’s important to maintain a strong relationship with the OEMs in order to get as much advance notice and information as possible for pending upgrades.”

CAT MAGAZINE • ISSUE 4/2009

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PILOT TRAINING

Flying On Reserves – Middle East Carriers In Need Of Change The juggernaut of expansion in the region may be taking time to reflect a little, but so far it does not seem to have experienced a dramatic slowdown. However, aviation in the Middle East has specific needs and concerns, Chris Long discovers.

W

“

e are still being carried by the momentum generated through the optimism of two or so years ago, but the short and medium-term future is still difficult to read,” says Captain Misto, director training and operations, Royal Jordanian Airlines. His airline has doubled in size over the last five years and thus reflects the rate of growth recently seen through virtually the entire Gulf region. That means he faces the challenge of speeding up the recruitment of pilots to fill the cockpits of new aircraft now arriving, like the Embraer 175/195.

Because there are as yet no local pilots with experience on type, this has led to a larger than normal number of expatriates. Training on such types needs to be outsourced while local facilities are adapted, so both the recruitment of expats and outsourced training have a 22

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commercial impact during the introduction into service.

In normal times this would be no problem, but the “tsunami of the economic crisis has not yet finished,” says Misto, who feels that earlier predictions of growth for the next 20 years were too optimistic and need to be challenged.

Thought should be given to all the variables of fuel price, economic conditions, demand for global and regional traffic, and the fact that the next 12 months will be decisive in adapting to the needs of the next five to 10 years. Some imperatives will not change – training and recruitment of local pilots not only generates local employment, but also results in a team that is happy to work from home. This should reduce the turnover of expat pilots. Without doubt a stable pilot workforce significantly reduces overall training costs and so

Above There has been a slowdown of selfsponsored entrants into ab initio training.

Image credit: Ayla Aviation Academy.

Royal Jordanian will continue its ab initio pilot training programme through the cycles of the industry.

Cadets Some cadet pilot training for Royal Jordanian is carried out at Ayla Aviation Academy in Aqaba, Jordan. Marwan Atalla, CEO of Ayla Aviation Academy, has noticed a sharp slowdown of selfsponsored entrants into ab initio training; numbers have dropped by over 50%. He is worried not simply about the short-term, but rather about the subsequent surge in demand when conditions improve. Given the long lead-time needed to select and

Above Etihad Airways’ cadet pilot programme started in 2007.

Image credit: Etihad Airways.

train a new pilot (about two years), he is very concerned that there will be huge pressure on flight training organisations (FTO) to boost the rate and number of pilots going through the system.

This could easily tempt the acceptance of lower standards of performance. Atalla believes that the solution is to move on from the traditional view of training suppliers as just an independent part of the supply chain.

The way forward is to build strong partnerships between the FTOs, type rating training organisations (TRTO) and the airlines, so that long-term planning to properly select and train new pilots can help to ensure a steady low-level flow of competent flight deck crews. Any surge in demand can then be addressed by recruiting experienced pilots to top-up the numbers if needs be.

Atalla believes that the industry must make use of the time now to change the approach to training while demand is down and there is scope to plan.

Amjad Al-Amin, head of simulators at JATS, the TRTO based in Amman, Jordan, has seen training there continue much as before, but has noted a drop in training worldwide, which he estimates to be between 10-20%. Although the duration of the economic downturn is impossible to guess, he says that JATS is sticking to its long-term plan of updating and extending its range of equipment to be prepared for the inevitable upturn.

employment of suitably qualified local pilots. Not only does this result in a boost to local employment, but also the total package need not be such a big financial burden. And because an indigenous workforce tends to be more stable, replacement and training costs can be reduced.

Captain Ousama Balaa, head of technical division, which includes flight operations and pilot training, for Middle East Airlines (MEA) in Beirut, Lebanon, is himself a graduate of the airlines ab initio pilot training programme, which has run since 1966. The process starts with a purely academic exam conducted by the American University in Beirut; those who pass this phase move on to a range of outsourced pilot aptitude and suitability tests followed by medical checks. The selection process concludes with interviews at the highest level in the airline.

Balaa stresses that the training, which successful candidates then enter, is not just for licence issue, but rather an education in how to be an MEA airline pilot. The ab initio phase is carried out at Flight Training Europe at Jerez, Spain, following a JAR syllabus for a CPL/IR frozen ATP, and includes an element of jet orientation and MCC. New pilots then complete a short Airbus entry

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The expat pilot community tends to look at a relatively shortterm period with an airline, and some of them are quick to move on if a better offer arises elsewhere. The overall packages of wages and support for expatriate pilots and their families, together with the frequent turnover, result in continuing recruitment and training costs, which makes this a high dollar solution for airlines.

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level training (ELT) course, followed by a type qualification, often at Airbus, using the Emirates/CAE training facility.

Some 60-65 pilots have graduated from the system since 2005 and have achieved good results. The process is expected to continue into the foreseeable future, as it has proven its sustainability in providing MEA with a homogeneous population of pilots.

Educate Air Arabia, based in Sharjah, United Arab Emirates, is also keen to encourage local youngsters to take up flying as a career.

Captain Mohamed Ahmed, director of operations, is clear that to do so effectively, it is critical not only to show a potential career path from the start, but also to educate both the trainees and line pilots in the broader concerns of the airline’s business. Traditional modes of training, based on decades–old requirements, are not suited to the operation of modern aircraft and operating practices, and so updated and relevant training should be used.

In addition, education in understanding the issues of, for instance, which routes are profit-making and which ones are less so, and the challenges faced when working with customers, will result in more effective and economic aircraft operation. Ahmed strongly believes that training is a core function of an airline and therefore not to be put out to third parties, but rather be carried out inhouse. In addition he thinks it is critical to reflect the importance of the trainers by encouraging them to be aware of, and involved in, the high-level decisions taken within the airline.

Across in Abu Dhabi, Captain Peter Mitchell, vice president training and standards – operations, Etihad Airways, has resolved the immediate recruiting needs, and is now signing on first officers only. Some of those have come through the cadet pilot programme, which started mid-2007. The first graduates of that system are presently completing their line operating experience (LOE), and the flow through the Horizon Flight Academy at Al Ain International airport in Abu Dhabi will see about 100 students a year go through the system. The majority are local nationals, whose training is funded

by Etihad. There is also a stream of nonnationals and those who are recruited internally within the airline, and these all

follow the same stringent selection process and syllabus. However, the students in this group are self-funded.

The Way Forward Although each country has its own specific challenges in the present economic climate, there is a general consensus that the downturn is a temporary condition, albeit with an uncertain end date.

Many airlines are actually using the time to better prepare for the arrival of new fleets, which were ordered over the last few years.

At Air Arabia, Captain Ahmed believes that the region is still underserved, and that awareness of air travel as a routine is rapidly growing in the minds of the broader population; the region will therefore remain as an expanding market.

Plans and projections at Qatar Air-

ways and Etihad Airways still forecast the need for the huge fleets so far ordered. The rate of new aircraft deliveries is, for the moment, not changing too dramatically. That inevitably means that training infrastructures need to meet the demands of training flight crews.

Three striking aspects are clear: there is a strong drive to encourage the local populations to enter the career of aviation; the use of new technology and training methods to meet the realities of operating the latest aircraft are essential; and increasingly, the simple requirements of licence issue are seen just as a start point for the training of new entrants who want a career as an airline pilot.

The common view is that a much more detailed understanding of both individual airline culture and business imperatives are a basic requirement of the latest generation of flight deck crew. cat

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MAINTENANCE TRAINING

Engineer Staffing And Training In Need Of Some Maintenance Against a backdrop of economic turmoil and operating rigour the airline industry is once again beset by challenges, which threaten its viability. The engineering sector, true to form, is managing to keep its head above water. Alan Emmings reports.

A

speaker at a recent meeting in London reminded delegates that no previous global event had affected the longterm growth of aviation. Apprised of that fact, it is heartening to know the trend for this industry remains one of progress and development.

For now, however, the maintenance, repair and overhaul sector and its training arm have to contend with the spectre of recession. MRO market volume peaked in 2008 above pre-9/11 figures (2001), according to Netherlands based VZM Management Services’ Market Outlook 2009. The downturn will eventually hit MRO, whose business tends to lag the airlines’ by six to 12 months. The looming dip could see operating figures go below those for 2001 according to VZM, although long-term the MRO market is set to grow.

The current contraction is, says Paul Bredereck, CEO of Aviation Australia, 26

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reminiscent of previous industry downturns resulting from a number of causes such as regional economic crises, health fears (SARS, avian flu) and record high oil prices. Accordingly, airlines and MROs should be well equipped to deal with such relatively short-term adjustments.

According to Daniel Hepfer, head of Commercial Services of Group Technical Training, SR Technics, “Declining levels of activity in the global aviation industry, including the technical training market, show few signs of ending soon. However, especially in times like these, airlines and MROs should be enhancing their efficiency and competitiveness through quality training for employees.”

In all industries, leading companies know that having well trained staff is the key to success, he says. “Training is the best way to ensure that we survive the lean times and emerge well prepared to take advantage of the upturn when it comes.”

Above SR Technics continously develops its training portfolio.

Image credit: SR Technics.

Cost-effective and efficient training programmes, such as blended and distance learning as provided by SR Technics, are particularly appropriate in difficult economic times thanks to their high levels of flexibility and realism.

Fifty years after its foundation, SR Technics remains a leader in the field.

“We stay ahead in a highly competitive market by continuously updating our training portfolio with new and improved offerings that support our clients’ changing requirements, while maintaining the highest levels of quality. Thanks to our recent change of ownership, SR Technics is also well-positioned to support the enormous aviation growth potential in Asia and the Middle East,” Hepfer says.

Outpaced Martin Otzik, Assistant Professor at the Chair of Flight Guidance and Air Transportation at the Technische Universität Berlin (Berlin Institute of Technology), again reminds us that while the economic crisis of 2009 seems to be a major problem, economic downturns have been encountered before. Some airlines failed during those times but the industry at large recovered within a few years.

“Current economic problems will be replaced by longer-term issues.

The growth of the air transport system has already outpaced efficiency gains, meaning a larger environmental impact.

Future challenges… will not be technical developments like larger airplanes or [extended] ranges. The focus will shift to ecological issues like carbon footprint, environmental efficiency and sustainability,” Otzik says.

Recently the G8 countries agreed on an initiative to stop global warming and reduce carbon dioxide emissions significantly, which certainly will impact aviation. The airline industry will be included in the EU Emission Trading Scheme beginning in 2012. “This might be the

first step [towards introducing] a worldwide system under an ICAO roof.”

Different measures are being considered to improve fuel efficiency of aircraft.

New engine concepts are in development, like the geared fan or open rotor concepts, as well as structural improvements, e.g. introduction of composite materials and the analysis of new aircraft configuration, Otzik says.

“Air traffic management initiatives both in the US and Europe will result in new, more complex and demanding air navigation procedures to improve operational efficiency. These procedures will increase the demand for new and different training methods.”

The uptake of new training tools generally by the MRO sector is gaining pace, as evidenced by regular CAT reports. Our feature in CAT6/08 on US parcels giant UPS revealed that carrier’s readiness to engage in progressive teaching. Its maintenance manager told CAT that UPS’s senior mechanics are eager to embrace new technology. It is not so long ago the media were reporting inertia if not reluctance among older hands to forsake “chalk and talk”. UPS’s attitude is becoming the norm around the industry.

Reports from Airbus indicate that web delivery of training is increasing and new maintenance packages are being devised to support more efficient and effective tuition. For instance, a general familiarisation course for the A380 is delivered by the web to encourage savings. And the Airbus Crew Training Device (ACT) reduces practical time spent on aircraft for technicians by providing a virtual training setting. In use at Cathay Pacific, ACT has been described as “amazingly effective”.

CBT features strongly in a new raft of packages from Thales Training and Simulation. Much of the company’s developmental expertise gained from its B787 work is helping it in other areas, such as on A400 military transport packages. Thales is developing nine suites of training aids for Alteon, covering the entire range of methods from CBT to FFS, for both B787 maintenance and flight crews.

New technology has been offered as something of a panacea with reduced projected maintenance needs and longer activity cycles, says Bredereck, but he warns that all may not be as rosy as it seems while the technology matures.

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MAINTENANCE TRAINING

“We are very concerned that workforce projections, based upon anticipated engineering savings for new aircraft such as the A380 and B787, are being grossly underestimated.”

As a result of these factors Bredereck believes many companies will be caught very short of engineering capability when the industry rebounds.

Concerns CAT has long since reported concerns over technician shortages and although the problem continues, there are tangible signs that the industry is looking for solutions. Rolls-Royce is nurturing future generations (CAT6/08, pp.30-33) based on its belief that there is as yet untapped engineering talent in untried population groups.

RR’s approach is to gently foster interest in schools among youngsters from age five. The process continues up to school leaving age with classroom activities, company visits and work experience days. For keen students, this gentle coaching can lead to an apprenticeship with RR. Apprenticeships per se have had mixed fortunes in recent years across all industries, but in aviation they are still generally favoured. Reports from Germany indicate some 900 new apprenticeships each year in aviation (see EATS report, CAT 6/08). This, combined with the draw of engineers from other industries is reinforcing the sector’s workforce.

However, Bredereck of Aviation Australia, a world leader in basic aircraft engineering training, reports some worrying developments. “In terms of basic technical training, we are seeing some very alarming trends during the current industry cycle, with many airlines and MROs recruiting new personnel at a rate of only around 30% of natural attrition. In many Western countries such as Australia, we are facing a major challenge in recruiting sufficient numbers of quality young people even at the current depressed rates.”

Although many airlines and MROs are experiencing reduced revenues from traditional sources, Bredereck says that history clearly indicates the need to urgently increase trainee and apprentice intakes now, so that companies are in a position to meet their workforce needs and to generate healthy profits once markets rebound.

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As a way of creating a buffer for industry in anticipation of the inevitable upturn, Aviation Australia has significantly increased recruitment in both Australia and Asia to ensure that its airline customers will have suitable numbers of pre-trained engineering staff in future.

Impact President of the European Aircraft Maintenance Training Committee (EAMTC), Ian Williams, says the downturn has impacted and will continue to affect training organisations in different ways. As flight schedules decrease due to low passenger demand, “surplus” engineers and mechanics can be released for training.

Some training schools experience a temporary increase in activity as their airlines find time to release staff for procedures such as continuation training, or the recently EASA mandated fuel tank safety training. Other trainers find that their market dries up as airlines cut back on overall spending, with non-mandatory training often featuring as a cost burden. “In brief, the coming year will throw up many and varied challenges,” Williams warns.

EAMTC promotes cooperation among Europe’s leading OEMs, airlines, MROs and others. Particularly in tough economic times, support between EAMTC members on subjects of common interest helps them to reduce costs and “time to market” for much needed guidelines on tackling some of the more difficult training issues. Others use the time wisely in “general housekeeping” and attention to such things as course improvements or developments, so as to be in good shape when the market returns.

“Sharing information prevents continually re-inventing things. There is always someone that has had a similar problem and is willing to share their experience and solution with you,” Williams says.

Regulatory issues in the coming year will bring challenges and opportunities.

EAMTC, being Europe’s main maintenance training industry body, is heavily involved in all regulatory matters.

Its members tackle issues in their own working groups and work closely with EASA on all issues concerning maintenance training.

The introduction of EASA’s Operational Suitability Certificate (CS-MCS task 21.039[i]) with its minimum syllabus for maintenance certifying staff type rat-

ing training could be one of the biggest issues for the training industry in the next few years, according to Williams.

The relevant NPA 2009-01 has closed for comment and the Agency will deliver the minimum syllabus along with other items for the aircraft type certification.

But, when the dust has settled, how will it work? And how will it affect training providers? Williams is keen to find out.

As the general aviation industry struggles with a lack of Part-66 licence holders to cover the needs that they will face when Part-M regulations come into force for aircraft not used in commercial air transport, the proposed “B3” license, (for sailplanes, powered sailplanes and non-pressurised piston engine aeroplanes of 2,000kg MTOM and below, except balloons, airships or helicopters) could be a major area for the attention of training providers, Williams says.

The US FAA maintenance training and certification system is constantly being challenged to meet the needs of the industry. Improvements in aviation maintenance technician (AMT) training programs are necessary for the US to continue its leading role in the world in aviation.

The Air Transport Association of America (ATA) recently reformed a Maintenance Training Network (MTN), comprising major, regional and private carriers along with academia, industry and regulatory personnel from the US and abroad, to review and revise the ATA Spec. 104, titled: Guidelines for Aircraft Maintenance Training.

ATA Spec 104 will be revised over the next 12 months to provide professional, efficient and more modern AMT recommendations directly from the group of users certifying and providing today’s aviation maintenance training.

The ATA feels it continues to play an important role in facilitating the advancements and improvements in today’s challenging AMT environment.

With continued participation of worldwide expertise, ATA believes this challenge can be met for the coming years.

(See CAT 5/08 for a detailed article on the ATA Maintenance Training Network).

ATA has been involved in AMT facilitation for several decades and its members have participated in many studies with work groups, both official and unofficial, to assist, recommend and modernize the FAA AMT program. cat

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CABIN CREW tRAINING

Left Delta has been running its AQP since January 2007.

Image credit: Delta Air Lines.

Fiscal Rigor Changing Trends In Cabin Crew Training & Equipment The minimum number of cabin crew are flying short turnarounds at some airlines. With more duties to perform due to harsh economic realities, the chances of safety-related errors, omissions and incidents occurring in the cabin could grow, writes Chuck Weirauch.

T

hough airlines may be finding it hard to avoid reducing training budgets, the economic slump is a good reason to dispense greater care in training cabin crew. Part of the solution is to implement more effective and efficient training while increasing safety awareness.

The adoption of inflight advanced qualification programs (AQP) by airlines is one way they are working to improve cabin crew training. Delta Air Lines has been running its AQP since January 2007, while Continental and American Airlines have developed their own programs since then. So far, all such programs are being developed for recurrent training.

According to Doug Farrow, AQP program manager for the FAA’s Voluntary Safety Programs Branch, Southwest Airlines, Freedom Airlines and US Air30

CAT MAGAZINE • ISSUE 4/2009

ways have made formal application to his office to participate in the program.

Other majors are moving forward with inflight AQP, and Darrow expects the regionals to be engaging in this effort in another year or so.

“The horse is already out of the barn on inflight AQP, and so far more than 30,000 flight attendants have been trained under AQP,” Farrow said. “And it’s going to grow. In every single year the percentage of pilots in AQP goes up.

I really expect the same thing to happen with flight attendants.”

Airlines are moving towards the voluntary program, even though it is more expensive to operate than traditional training programs. This is because it can be customized to their unique needs, Farrow said. Inflight AQP programs require hands-on, scenario-based training, which puts more realism into train-

ing since airlines can base the scenarios on actual events that have occurred at their own operations. Although inflight AQP has not been around long enough for data to prove its worth, Farrow feels that it will not be difficult to gather the kind of information that would support such results.

There is also another reason for the trend towards inflight AQP. Airlines are realizing that future FAA rules, such as Part 121 subparts N&O dealing with pilot, flight attendant and dispatcher training and certification, and an upcoming safety management system (SMS) rule, will require them to “raise the bar” on training on a mandatory basis, Farrow said. If airlines have AQP programs in operation, they will be compliant with these rules, he added.

Cabin SMS With fewer flight attendants onboard to perform ever more duties, such as providing new for-pay services and collecting fees, in addition to their responsibilities for cabin and passenger safety, Barbara Snoden feels that this situation has the potential to create safety problems in the cabin. She is a former airline pilot and flight attendant who is now director of academics at Embry Riddle Aeronautical University Worldwide’s Whidbey Island, WA campus.

With more duties and pressure for a quick flight turnaround, there is often insufficient time for flight attendants to complete preflight checks and properly identify safety issues, she said.

“Somewhere along the way airlines have forgotten that the primary reason for [having] flight attendants on board the aircraft is safety,” Snoden said. “They are legally required to be on the aircraft, not to promote the company’s latest marketing program, but in the interests of passenger safety. Airline management should recognize the increased demands placed on the cabin crew and re-emphasize the safety aspect of this important job.”

One way to reinforce such safety principles is to establish a cabin SMS

program, Snoden said. Such a program would work to establish a safety culture that would detect and correct safety problems before they occur. As in any SMS, the core of the program would be an effective means to identify safety issues and concerns. There would also need to be a system for accident and incident reporting, along with the collection and analysis of such data and the development of corrective action based on such information. While an overall airline SMS program has become mandatory in several countries and a number of US airlines are well along in implementation, due to the increasing potential for safety problems in the cabin, Snoden feels that a separate SMS program for the cabin is needed as well.

Survey Lori Brown has also been an airline pilot and flight attendant. Her first-hand experiences with communication problems between the flight deck and the cabin led her to conduct the pilot/flight attendant communication and joint training survey, while in her current position as faculty specialist and instructor at Western Michigan University. Her study showed that more than 70% of pilots and flight attendants surveyed felt that what impeded effective communication between the two crews was the lack of joint CRM, and specifically scenariobased training.

“Both pilots and flight attendants felt such joint training could bring both groups together for better teamwork, but traditional CRM programs do not adequately address communication issues,” Brown said. “We have not really seen the ‘train the way we fly’ concept brought into the flight attendant realm, so we should start scenario-based training together as a crew. The training gaps are the same as they were during a 1995 survey, so all the increased CRM we are doing is not meeting the need, according to the pilot and flight attendants in my survey. Just having a joint CRM course in a classroom is not adequate.”

Brown is also working to obtain a Department of Homeland Security grant to research the effectiveness of a wireless communications device that would be worn by flight attendants and used to communicate with the flight deck and air marshals during an inflight emergency.

Above Discreet communication devices would improve communication between the pilots and flight attendants.

Image credit: STG Aerospace/WMU.

Currently a crew alert monitoring device developed by STG Aerospace is under evaluation at WMU.

Creative With economics forcing airlines to lower operating costs, FlightSafety International (FSI) is ready to kick off its ab initio flight attendant training program. This program is designed to greatly reduce initial cabin crew training costs by providing online candidate pre-qualification screening, evaluation and education that could also reduce new-hire dropout rates.

“In these times it makes sense that we should adopt creative ways for hiring, when you consider the amount of training costs an airline spends for flight attendant training,” said Colette Hilliary of FSI’s Atlanta learning center. “One of the hiring challenges is attracting qualified candidates and then retaining them.

One regional airline we spoke with had 30 to 40 students a month go through initial training, then lost 50% of those before recurrent training. That’s a tremendous cost.”

Under the FSI program, candidates pay for a course that consists of 25 hours of online learning that provides them with a solid orientation of what is required of a flight attendant. This includes aircraft orientation, cabin and cockpit emergency equipment, evacuation, first aid and other responsibilities.

Those still interested in a flight attendant career then continue with a 21-hour hands-on practical course using actual flight equipment, that teaches not only CAT MAGAZINE • ISSUE 4/2009

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cabin crew training

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decision-making skills but also requires them to pass an exam that includes emergency drills. Once candidates complete the course, FSI will put them on a list provided to airlines and sponsor job fairs, with airlines offering to provide new hires with compensation for the cost of the course.

“This is a better process to help applicants understand what it takes to be a flight attendant,” Hilliary said. “So many people still have the perception that it’s just being a glorified waitress. Often we have candidates that just can’t handle it.

This is a great tool to separate those individuals from [others] who seriously want to pursue this career path.”

Evacuation Cabin crew evacuation simulations have been around since the 1970s. Their age is precisely why Eric Savage, Brian Peacock and Bill Waldock in the Safety Science Department at ERAU’s Prescott, Arizona campus are working to bring this technology into the 21st century to help improve cabin evacuations and training.

According to Savage, evacuation data that profiles the actual behavior of passengers and aircrew during such an emergency has not been updated for more than 20 years. New data is needed to create computer algorithms to simulate realistic human behavior in a cabin crew model during an evacuation.

The real hurdle is trying to understand human behavior in such situations, and that is why current data are needed, to capture how physiological changes have affected passenger mobility and behavior since the last studies.

“We’re trying to understand what the best policies, procedures and techniques are to get people off the aircraft quickly,” Savage said. “If we can create accurate algorithms of human behavior, then we can start plugging them into the models to really understand how certain training curricula can impact an evaluation, or how effective and efficient those training curriculums are to the egress itself.”

Once such an updated model is made it could provide some standardization for cabin evacuation training, since not all Part 121 operators employ the same training, and some training programs may be more efficient in getting passengers off the aircraft.

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Above & Left EDM Limited has completed its first two B787 cabin and door training simulators for Continental Airlines.

Image credit: EDM Ltd.

“If there are certain models that are identified with certain types of training programs, then we can try and help airlines understand there are techniques and procedures that can be used in an evacuation that are not only more efficient, but also more effective in getting passengers off,” Savage said. “We really can’t change aircraft design, so we have to focus on flight attendant training.”

B787 Trainers While the B787’s first flight has been delayed, EDM Limited has completed its first two B787 cabin and door training simulators for Continental Airlines.

Delivery was scheduled for July 2009.

Continental has placed orders for up to 25 Dreamliners. The trainers will be based at two of the airline’s major hubs, Houston and Newark. EDM is one of only

two companies worldwide licensed by Boeing to use Dreamliner data for such training devices.

The company also recently contracted with China Southern Airlines for a B787 door trainer. This new business is hoped to be the beginning of a sizable market for EDM’s advanced trainers, since Boeing has received orders from 50 operators for more than 800 Dreamliners, according to Mick Bonney, EDM’s head of sales and business development.

Because Boeing licensed EDM to use its master B787 electronic design model, the company was able to replicate the Dreamliner to exact detail in its trainers. Such exact features include ceiling panels, overhead lockers, functional flight attendant touchscreen panels and a cabin oxygen system for decompression training.

EDM also added its own engineering model, which allowed the addition of failure features that simulate door jamming and other door damage. The cabin trainer also features an instructor control panel to activate a range of operational drills and emergency scenarios.

The instructor can also introduce simulated fire, smoke and water into the cabin to increase realism of the training scenarios from the panel. cat

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third party training

From Idle To Slow Cruise – Third-Party Business Still Down Making money in any segment of aviation is difficult in the best of times, but nearly impossible in a global recession. The third-party training industry remains in the doldrums, but there are signs of recovery and change, writes Robert W. Moorman.

I

t is the same for pilots, flight attendants, mechanics and others: the success of third-party training (TPT) is inexorably linked to the health of aircraft manufacturers and their customers, which need a constant flow of trained flight crewmembers. But if OEMs and airlines catch a cold, TPTs get pneumonia.

It is becoming increasingly difficult for training equipment OEMs and service providers to make money when airlines are canceling or deferring orders and grounding aircraft.

Hiring is down at legacy and smaller airlines, which has been a mainstay for training new hires. Some of this downsizing by major, national and regional airlines could be permanent, which could have a cascading adverse effect on the training industry.

“The airlines have been recording sustained losses for several years and 34

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we’re still seeing that traffic and yields are down,” says Sherry Carbary, president of Alteon. “With fewer airlines flying, there is less training to do. Boeing says we’ve hit the bottom and hopes to see a recovery next year, at which point training would follow suit.”

Competitors agree that the market remains down but there are hopeful signs. “We have seen our customers take significant action that has affected us, such as capacity reductions,” said Jeff Roberts, CAE group president of civil aviation products. “As they pull back, there is less of a requirement for initial training and provisioning of pilots.”

Experts maintain that substantive recovery will not occur until early or mid 2010. “Perhaps the decline is leveling off,” says Roberts. “There are some signs that things are turning around.”

Cautious optimism aside, some areas have been harder hit and recovery could

Above STATA has 81 students and expects to have over 120 by the end of 2009.

Image credit: ST Aviation Training Academy.

take longer. “We have seen a downturn in type-rated training particularly, which has suffered tremendously,” says Frank Berwerger, vice president sales and marketing for Lufthansa Flight Training.

Berwerger says there has been a 50% decline in type-rated training in Europe, but did not comment specifically on LFT. He does not think a rebound will occur in Europe until there is a further fleet reduction.

Dave Rapley, president of Aerosim, offers a refreshing view: “Turmoil brings opportunities. Whenever there is turmoil, we get very busy,” he says, meaning training continues whether there is expansion or contraction at airlines.

Aerosim remains profitable, “but for the first six months of 2009, it has been tough to get contracts signed,” Rapley admits. “2009 will continue to be challenging” for makers of training equipment, he says, but by mid-2010, the market should improve substantially.

“There is a lot of pent-up demand for buying by airlines,” Rapley says.

Perhaps, but the economic factors affecting airlines, OEMs, as well as the TPT industry have long been around.

“The airline industry has been having economic problems since 9/11 and they haven’t been able to recover in any meaningful way,” observes Garrick KC Ngai, aerospace analyst at the North America offices of consultancy Frost & Sullivan.

“Staffing levels in North America of flight crews have been down for some time.”

Attracting young pilots to the industry remains difficult, Ngai says. The cost of training is borne almost exclusively by the pilot. Then there is the ongoing volatility, lack of security, as well as the low pay, particularly at regionals, which could be a turn-off for young people. All of these factors affect TPT, sometimes negatively.

“You can have all sorts of third-party

Above There has been a significant decline in typerated training in Europe.

Image credit: LFT.

training, but if it is not financed somehow, you have a fundamental problem,” Ngai says.

“The number of people showing interest in aviation [pilots and mechan-

ics] is on a downward trend, where 10 to 15 years ago, aviation was considered a glamour industry,” says Bill Bottoms, executive vice president and principal of TeamSAI, a Denver-based consultancy. “The prediction is there will be a significant shortage as we get into the 2015 to 2020 timeframe, unless we take steps to attract more people and improve training.”

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CAT MAGAZINE • ISSUE 4/2009

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third party training

Emphasis On Safety FlightSafety International (FSI), arguably the preeminent trainer of pilots for business aircraft, is proceeding with plans to expand, despite a crippling worldwide recession that has reduced the need for new pilots.

One area of opportunity is enhancing maintenance training. FSI already provides maintenance training through its master technician program, but needs to upgrade the program with better training tools to satisfy demands of the European Aviation Safety Agency (EASA), the Chinese and Australian regulatory authorities and others. These regulators are requiring practical training for aircraft maintenance technicians (AMT), in addition to certification for a particular aircraft.

FSI is developing better maintenance training by taking a page from its proven facilitated scenario-based training for pilots, which teaches pilots to think and act in the classroom as they would in the simulator.

“We [need] to come up with ways of simulating maintenance problems,” says Greg McGowan, vice president of operations. “From a maintenance standpoint, we need to develop technology to get the technician to use some of the same judgmental tools in the classroom as the pilots.” Maintenance training is likely to include three-dimensional graphics and troubleshooting scenarios, he adds.

In what might be described as equal parts public relations and safety enhancement, FSI launched in June the Proficiency Protection Program to help pilots and AMTs of business aircraft “who have become involuntarily unemployed” since January 1, 2009.

For these riffed pilots and AMTs, “we will provide a recurrent training course on a space-available basis,” says McGowan.

Pilots will receive no-cost recurrent training on that particular aircraft on which they were training at the time of involuntary job loss. FSI receives around 10 applications per day, says McGowan.

Maintenance technicians, who were enrolled in FSI’s Master Technician program when they lost their jobs, may receive the next course towards their Master Technician rating free of charge.

The program for pilots and AMTs remains in effect until December 31, 2009.

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Making training more accessible and affordable would provide a growth opportunity for TPT providers. TeamSAI has received numerous calls from clients about setting up independent training academies or facilities directly related to airlines or MROs. That is a hopeful sign, Bottoms says.

Insulated The dismal economy was a wake-up call for the TPT industry, which for years had been somewhat insulated from the vagaries of the market. A number of TPTs have gone under in recent years for a host of reasons. Some independent training houses survived and were absorbed by larger TPTs. Whenever the recovery comes, the TPT industry needs to be prepared for a market in which containing training costs is of paramount importance to customers, airlines particularly, according to experts.

To succeed tomorrow, manufacturers and trainers must be flexible, adaptive, inventive and on the cutting edge of technology, which is “an enabler for the science of learning and the driver of efficiency,” says Roberts, somewhat cryptically. “At [the Paris Air Show], we heard that airplane operators are looking for adaptability in their training suppliers.”

Airlines of all sizes say they do not want to make the enormous investment in infrastructure, technology and staffing of a full-blown training facility.

They are looking for a training partner not only to provide training and management services, but also to help with

Aerosim’s Virtual Procedure Trainer immerses trainees into a more realistic aircraft environment .

Image credit: Aerosim Technologies.

the selection of pilots, maintenance technicians and flight attendants. Look for that concept in coming years, say several training experts.

Even some large legacy carriers with in-house training capabilities are considering handing training over to a TPT, said one analyst, who requested anonymity because he consults for such a carrier.

Whether this type of plan could work at large airlines with powerful unions and in-house training capability is debatable.

American Airlines says it has no plans to sell its flight-training academy, but United Airlines Training Center is up for sale, according to several sources.

“We are looking at sales opportunities and have been approached by various parties,” said a spokesman at the center.

The fact that United and other legacy carriers are considering outsourcing more pilot and maintenance training is noteworthy. Such a move could one day have a profound, rehabilitative effect on the TPT industry.

The oft-heard cost-based trend of bringing trainers to the airlines’ home base may sound like a good idea, but could prove too costly. “When it comes to making a business case… it could fail because the airlines underestimate the cost of training at their home base,” says LFT’s Berwerger.

However, consolidation in the airline market could benefit training organizations. Consider Lufthansa: the German carrier has expanded significantly over the last few years with the acquisition of Swiss International Airlines, British Midland and Austrian Airlines. Recently, LFT acquired a sizable minority stake in Brussels Airlines.

“The captive market for training is getting larger,” says Berwerger. “There is not as much business for these independent training providers with this consolidation.”

ST Aviation Training Academy (STATA), part of the much larger ST Aerospace Group, which includes ST Aerospace, is forging ahead despite the recession, because most of the aircraft deferments in Asia do not affect its customers, which have kept their training commitments. The trainer also has the luxury of tapping into ST Aerospace’s global customer base.

STATA is “exploring” the development of an MPL training center in Singapore and a partnership with various interests on a simulator center, says Adrian Cheok, MPL program director, ST Aviation Training Academy. This would be in addition to its flying academy in Ballarat Victoria, Australia.

“If the need arises, we may consider expanding flight training operations to other locations beyond Ballarat,” adds Cheok.

STATA has 81 students and expects to have over 120 by end 2009.

While some steer towards the captive market, other TPT providers believe partnering with the OEMs is the safest path. “The closer you’re aligned to the OEM, where the data and upgrades are coming from, the more successful third-party trainers will be,” says Alteon’s Carbary, somewhat predictably. But she is not alone in her thinking.

A growth opportunity for TPT is the cooperative agreements between trainers and OEMs for exclusive training of new aircraft by operators within a certain region. Earlier this year, LFT signed an exclusive contract with Bombardier Aerospace for pilot training on the C Series twinjet. Any European customer of the C Series twinjet will be trained by LFT instructors and use its simulators. LFT is discussing a similar deal with another unnamed OEM. Carbary sees a further bifurcation of the training market.

Some large global carriers will continue to outsource more training to concentrate on their core business. With that comes the opportunity for third-party trainers to assume full responsibility for training.

Driving this evolution and future profitability from an equipment and services perspective are two giant regulatory initiatives, the Multi-Crew Pilot Licensing program (MPL), and the rewrite of Qualification, Service, End Use of Crewmembers and Aircraft Dispatchers, better known as the N&O rewrite of training rules under Part 121 regulations.

MPL, developed by The International Civil Aviation Organization, takes a competency-based approach to training, shifting focus away from accumulation of flight hours. It might be described as a quality-versus-quantity approach to training.

However it is defined, MPL will provide numerous financial opportunities for makers of next-generation simulator technology, as well as trainers. MPL could provide the needed spark for the TPT industry.

Asia, Europe and the Middle East have seemingly embraced MPL. Not so North America. The plethora of experienced pilots combined with the strength of airline unions there has slowed the acceptance of MPL as the primary method of training airline pilots.

But there are other reasons. “There just isn’t the need now for MPL training in the United States,” Carbary says. At present there is a surplus of available pilots due to furloughs. But a pilot shortage, which many forecasters predict, would make MPL more appealing to US airlines.

The significant savings in training costs will also help to change minds. Once all countries and airlines start to see MPL’s bottom-line value, it will become the primary method of training pilots. “And you will see that same trend in maintenance,” Carbary adds.

Agreements One major trend that is expected to continue is partnership agreements between airlines, trainers and training manufacturers. Training equipment OEMs will offer power-by-the-hour-like agreements, so airlines are only charged for what they use. Limited lease agreements, which are tailored to the cyclical nature of the training business, will also become a trend.

Says Aerosim’s Rapley: “We want to offer our equipment in a services package to help airlines through their cyclical training requirements.”

The emergence of new simulation technology, such as the CAE 5000 FFS and Mechtronics non-zero time flight simulators, will become more visible as TPT improves financially. More virtual simulators offering the functionality of an FFS from a laptop or desktop PC will be part of the integrated training regimen, as will advanced and portable FTDs. CAT MAGAZINE • ISSUE 4/2009

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Sales Signs If air shows are a good barometer for the health of the aviation industry, the training business is faring better these days. Consider these announcements at the recent Paris Air Show: • Emirates-CAE Flight Training (ECFT) announced the signing of a five-year contract with new Dubai-based carrier flydubai for initial and recurrent pilot training for the airline’s fleet of Next-Generation B737-800s. The training program at the Dubai center will include simulator training on ECFT’s B737 NG Level D FFS, as well as enhanced crew resource management and safety and emergency procedures training.

• CAE also announced the sale of two additional FFSs and a suite of support services to Bahrain Mumtalakat Holding Company, the investment arm of the Kingdom of Bahrain and owner of Gulf Air. • Also at the show, Pakistan International Airlines signed an agreement with Thales to buy a new B777-300 extended range FFS Level D. Thales’s new Reality Seven FFS is based on a modular design with a common core element independent of aircraft type. According to Thales, different aircraft modules can be “swapped out”, as a customer’s fleet and training business needs change, without having to replace the entire simulator.

2009 Annual International Flight Crew Training Conference A Training and Regulatory Environment for Tomorrow Wednesday 23 – Thursday 24 September 2009 No.4 Hamilton Place, London W1J 7BQ, UK The 2009 International Flight Crew Training Conference will examine and progress the issues raised by the changes anticipated in the training and regulatory environment over the next five years.

Whilst there has been much discussion and debate on how best to move from the separate legal frameworks under National Aviation Authorities to a single unified European Aviation Safety Agency, certain grey areas remain. This two-day Conference aims to address these issues and propose ways whereby some of the uncertainties may be resolved.

www.aerosociety.com/conference Lead sponsor:

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Elsewhere, the MPL seems to be gaining favour. Lufthansa will soon introduce MPL training at its Bremen facility. The syllabus has been tailored and LFT is using FTDs in place of FFSs for the initial part of MPL training. LFT acquired a Cessna Citation CJ-1+ as its training aircraft for MPL. Berwerger says MPL might one day become the principal form of training cadets in Europe. Until then, MPL will have to share the stage with the traditional ab initio training programs preferred by the conservative minded major airlines of Europe.

FAA’s rewrite of N&O, now part of a notice of proposed rulemaking, which was still in the comment period as of this writing, could have a profoundly positive effect on the TPT industry.

FAA’s statement on the subject seems to back this view:

“FAA’s proposal is the most comprehensive upgrade of training standards for pilots, flight attendants and dispatchers in 20 years. While the major airlines are already doing this type of training, our proposed rule incorporates best practices and tools so that all operators will use the upgraded standards.”

Those tools, says FAA, include new technology such as FFSs and FTDs, which allow for training events “that we never could have trained to in the past using an aircraft.”

Call To Action Another potential boon for TPT is the “call to action” to improve pilot training at US regionals. This comes in the wake of the February 12, 2009, crash of Continental Express/Colgan Air flight 3407 near Buffalo, N.Y., which killed 50. Pilot error is thought to have contributed to the crash of the Dash 8-400. Colgan Air records show that the 47-year-old captain had failed his check rides five times.

FAA administrator Randy Babbitt is considering a rulemaking that would strengthen and improve pilot hiring, training and testing practices at regional airlines. Meanwhile, FAA, airlines and unions are reviewing existing regional pilot training programs to see how they can be strengthened.

Whether mandating tougher training standards for regional airline pilots will provide long-term benefit for the TPT industry remains to be seen. Training equipment and service providers say FAA has contacted them, but so far nothing has come of it.

In the meantime, the industry awaits the recovery. Even after the recovery comes it will be difficult to determine where the TPT industry is headed. Adaptability and willingness to change should be part of the training business, according to one airline operations specialist turned consultant.

“The airline industry has a tendency to imitate past behavior. But there seems now to be a heightened awareness of the risk involved in training and that could drive a more conservative, stable business plan,” observes Dave Greenberg, head of Chicago-based Compass Group, which specializes in the operational aspects of the airline industry. “I also think there will be a revamping in terms of quality control of training programs, particularly ab initio programs.”

Greenberg says there will be a more “rigorous” structuring of curriculum for pilot training, which will further weed out the mom-and-pop operations. “The quality of the product will be forced upward by virtue of the attention that has turned to training recently,” Greenberg says. cat

conference PReview

Organised by:

EATS 2009 Flight Plan Now Filed for Prague The European Airline Training Symposium – EATS – is scheduled to arrive at the Clarion Congress Hotel in historic Prague, Czech Republic, on 10 November. Now in its eighth year, EATS will explore “Technology and Technique” to advance European Flight Training and Safety. Conference Chair and CAT Editor in Chief Chris Lehman filed this preview.

E

its Training Centre on the evening of the opening day.

Personnel recruitment and primary training issues will be centre stage at EATS, including the actual experience with the ICAO Multi-crew Pilot’s Licence (MPL), as well as insight into pilot demographics and personnel supply and demand. A regulatory session will include an update on EASA as it continues its regulatory evolution, including Flight Crew Licensing and Flight Operations NPA activities. EASA participation has always been a hallmark of the symposium and this year

the European regulator will conduct a special panel breakout for delegate questions and answers. Further, with the conclusion of the activities of the RAeS simulator International Working Group (IWG), there will be a discussion of the results as well as industry adoption timescales. An update on the European AQTP initiative will also be part of the regulatory sessions, as will ICAO English language proficiency issues.

Training for human factors, performance based navigation, integrated European airspace, new aircraft technologies, and “green” operations will all be thoroughly briefed. Industry experts will provide real-world perspectives on aeromedical issues, in-flight engine failure, stall training, type-rating training, GBAS, heads up guidance systems (HGS), and a host of new systems that demand comprehensive training approaches. And the role of modern simulation techniques is always a pivotal part of EATS, whether it’s e-learning, desktop devices, or full flight simulation. In the past two years we have witnessed unprecedented advances in simulation technology – and the world’s major vendors will be present on the exhibition floor.

European expertise in flight training is well-known; EATS seeks to access and channel this expertise in order to provide delegates with information that can impact their safety operations and commercial decision making. It is anticipated that some 500 delegates will once again avail themselves of this annual opportunity to hear from Europe’s leading training experts and personalities, not only to improve their training operations, but to position their organisation for the coming economic recovery.

Check www.halldale.com/eats for the latest conference programme updates, hotel information and registration details. We look forward to seeing you in Prague. cat

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ATS 2009 will once again bring together representatives of the entire European airline training community, east and west, for an intense two days of networking, problem resolution and training business. Airlines, regulators, training providers and device manufacturers will focus on today’s most pressing training and flight operations issues from a uniquely European perspective, but as always EATS will attract conference delegates, speakers and exhibitors from around the globe. Host air carrier Czech Airlines has greatly assisted in the planning of the symposium, helping to ensure that the conference content is of interest to emerging “eastern” European countries. Czech Airlines has also agreed to host the EATS networking reception at

Left EATS – bringing together the European airline training community.

Image credit: David Malley/Halldale Media.

CAT MAGAZINE • ISSUE 4/2009

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world news & analysis

Seen&Heard Edited by Lori Ponoroff.

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

The Elite Helicopter S623 advanced aviation training device (AATD).

Image Credit: ELITE Simulation Solutions.

FAA CERTIFIES ELITE HELICOPTER The Elite Helicopter S623 received FAA certification as an advanced aviation training device (AATD) with the maximum flying hour credits that can be awarded to a helicopter FTD. The S623 already has certifications in several other countries and is being used in South America, Europe, Australia, New Zealand and Africa.

The S623 is a dual control, single engine turbine helicopter trainer designed and modeled after the Eurocopter AS 350. Optional equipment includes EFIS, GPS WAAS navigation, flight directors and a radar altimeter. A twin-engine turbine model is in development.

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The certification includes 20-hours flying credit towards the instrument rating, 25 hours towards the commercial rating and 25 hours to the ATP rating. The device can be used for instrument proficiency checks (IPC), instrument currency requirements and 2.5 hours toward the helicopter private pilot’s license.

NEW REALITY FOR PIA While some airlines are cancelling or deferring aircraft deliveries, a few perceive the current conditions as an opportunity, writes Chris Long.

Captain Mohammad Aijaz Haroon, managing director of Pakistan Interna-

tional Airlines, explains that the imperative now is to build the airline’s market presence and to continue replacing its fleet. Apart from the newer B777s and the ATRs, 50% of PIA’s fleet is over 20 years old.

Haroon’s strategy is to replace shorter-haul aircraft with an order for new single-aisle aircraft; the choice is between A320 family and B737NGs and the result will be announced “within the next 4-6 weeks”.

Acquisition of this fleet will free-up B777s presently used on short routes, allowing them to be redeployed on longhaul sectors, mainly to increase frequencies at existing destinations. There are considerable populations of Pakistani origin grouped around the world, and servicing the needs of these clusters is a big priority.

Consequently, Haroon sees the current situation as an excellent opportunity to press forward with that plan as aircraft prices are very competitive and delivery dates attractive. Furthermore those delivery dates, he believes, will position PIA exactly where it needs to be as the aviation sector picks up again.

Training in support of existing fleets is largely performed outside Pakistan and is usually priced in US dollars, which entails significant costs and downtime for crews. Because of the dollar’s relative strength, these costs are high and

unpredictable as dollar values fluctuate.

To improve this situation, training in support of this whole programme is to be established in Pakistan, with IATA helping to set up this process.

One of the first steps in this plan was taken at Le Bourget during the Paris Air Show, when a contract was signed with Thales for a B777-300 ER RealitySeven full-flight simulator (FFS), for delivery by end 2010. Haroon states that a further FFS will be needed to train crews on the new single-aisle aircraft, and a request for proposal will be issued following confirmation of the aircraft purchase order.

CRJ SIM CONVERSION CST is to convert one of its CRJ 200 simulators into a Level D device to provide training for the CRJ 200/900 in 2010. This move underlines its strategy of providing modern and flexible training for its customers.

CST recently completed visual upgrades using the Tropos 6000 system for its four simulators: two x CRJ 200, CRJ 700/900 and Avro RJ. New debrief stations, based on a digital PC system, support both pilots’ and mechanics’ training objectives.

The company’s base is at Berlin Schoenefeld, which it shares with LFT. With 30 airline customers, CST ranks among the leading regional aircraft training providers in Europe.

ECFT TO TRAIN FLYDUBAI Emirates-CAE Flight Training (ECFT) signed a five-year contract with new Dubai-based carrier flydubai for initial and recurrent pilot training for the airline’s fleet of B737-800NGs. The program will include simulator training on ECFT’s B737-NG Level

D FFS. It will also have crew resource management and classroom-based training, featuring instruction on safety and emergency procedures, reduced vertical separation minimums, dangerous goods, and jet orientation general operating subjects.

MECHTRONIX QUALIFIES TWO TRAINERS Mechtronix Systems, a division of Mechtronix World Corp., successfully certified the Ascent Flight Trainer that DSA bought for its training facility in Hradec Kralové, Czech Republic, and its advanced full flight trainer, the FFT X installed at Flight Training Europe’s base in Jerez Sevilla, Spain.

The Hradec Kralové air school received JAR FSTD A FNPT II MCC qualification for its first simulator from the Czech Republic CAA under JAA regulations. The FNPT ll MCC is based on a twin turboprop and is reconfigurable to piston aircraft Piper Seneca V and Cessna 172R. UK CAA evaluated and awarded the FFT X installed at Flight Training’s base in Spain with JAR FSTD A FTD Level 2A and FNPT II MCC qualification.

JAA SYSTEM CLOSES The Joint Aviation Authorities’ (JAA) system officially closed on June 30, 2009, after 40 years of serving European civil aviation. The JAA’s mission to improve civil aviation safety with uniform European rules and regulations, and harmonization with parties outside Europe, will be continued by the European Aviation Safety Agency (EASA).

With the JAA’s closure came the dissolution of its regulatory system; the closing of the JAA Liaison Office in Cologne, Germany; and withdrawal from the

Cyprus Arrangements. The JAA Training Organisation in Hoofddorp, Netherlands, will continue to operate.

Since not all JAA member states are fully associated with the EU/EASA system yet, working arrangements between these States and EASA are being signed, to ensure a pan-European solution in civil aviation safety.

CAE JOINS BOMBARDIER C-SERIES PROGRAM CAE was chosen as a supplier to support Bombardier in the design, integration and development of the CSeries aircraft program, and the aircraft’s entry into service (EIS) training program.

The contract with Bombardier includes design and build of an engineering development simulator and prototype FFS for the CSeries aircraft. It calls for CAE to provide a suite of products, engineering services, and simulation-based technology tools to support design, testing and certification of the CSeries platform as part of Bombardier’s complete integrated aircraft systems test aircraft (CIASTA) program.

CAE will conduct all research and development for this project in Montreal, Canada. It will then design and deliver the prototype FFS – a CAE 7000 Series simulator – and a suite of Simfinity training devices.

CAE is launching a new suite of products and services as part of Bombardier’s CIASTA program, called CAE Augmented Engineering Environment.

It includes a modelling and simulation environment that will allow original equipment manufacturers (OEM) to evaluate, test, and validate a range of aircraft models and systems during development.

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• We carry out this training using our team of highly experienced Instructors, either at our newly built facility near Luton Airport, or at our customer’s facilities, world wide.

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world news & analysis

PACIFIC SIMULATORS CHANGES COURSE Pacific Simulators has changed strategic direction to capitalise on its growing reputation as a producer of high-fidelity replica cockpit hardware. Previously focused on manufacture and marketing of its low-level FTDs, it has launched a parts catalogue featuring its throttle quadrant, tiller assembly, dual yokes, control wheels and an array of other premium-quality products.

CEO Bill Highet said that, in the past, the company had routinely declined requests to provide other players with constituent parts and hardware, but the recession had prompted a re-think.

“Our emphasis on quality, along with our location and setup, make us uniquely placed to provide premium hardware at extremely competitive prices. We are forming strategic partnerships that will deliver a comprehensive suite of training solutions to the aviation industry,” Highet said.

RSI-VISUAL SYSTEMS ENTERING NEW ERA Euless, Texas-based visual systems specialist RSI (Redifun Simulation Inc.) is transitioning to new leadership with the retirement of CEO Bob Bordovsky and president Neil Wheatley. Tom Stelter has joined the company as the new CEO, and Jeff Everett has been appointed president, with responsibilities for day-to-day operations of RSI-Visual Systems.

RSI co-founders Bordovsky and Wheatley are both shifting into semi-retirement roles but will remain on the board of directors and will continue to assist with selected marketing efforts for RSI. Tom Stelter brings more than 30 years’ experience in flight simulation and aviation training. He retired earlier this year from CAE, where he was most recently vice president, training & serv-

Realialistic simulation has just climbed to a whole new level.

ices innovation, for North America. “We are confident that Tom’s experience and managerial strength will reinforce RSI’s position as a leader in visual flight simulation,” said Bordovsky.

“He’s a great resource and great businessman,” added Everett. “Tom’s expertise will better posture RSI to achieve our immediate goals and enable an aggressive growth plan for the future.”

Everett has worked in simulation visual systems for more than 30 years as well, originally with the US Air Force, later in Arlington, Texas with Rediffusion Simulation, Hughes Training and Thomson Training (now Thales). He managed field engineering and customer services.

Everett joined RSI Visual Systems to drive the hardware aspects of its PC-based Raster image generator product line, and was vice president, operations. Wheatley stated: “His considerable knowledge in all aspects of visual simulation places Jeff in the ideal position to enhance RSI’s future product offerings.”

Although originally known for its “pure PC” off-the-shelf image generators and its breakthrough “real-time” software approach replacing calligraphic light points, RSI has expanded to offer total visual solutions, including liquid crystal on silicon (LCoS)-based projection and CrossView wide-angle collimated front and rear-projected optical display systems. And, Everett claims, “one of the best airport database libraries with advanced scene content and worldwide geo-specific terrain.”

RSI visuals have been certified on full flight simulators by the FAA, CAA, LBA, Transport Canada, DGAC, CCAA, and JAA. – Rick Adams.

FRASCA FSTD FOR ETC Frasca International is going to design and build a Sikorsky S76 C++ Level 6 helicopter flight simulator training device (FSTD) for Era Training Center (ETC) in Louisiana. A replica of the Sikorsky S76 C++ helicopter, the FSTD will feature Frasca’s TruVision Global visual system with detailed database, electronic cockpit displays, flight test validation data, blade element modeling, automatic certification testing, exact cockpit replication, electric control loading and multi-channel sound simulation.

This is the third Frasca FSTD ordered by ETC. The center currently uses Frasca built EC-135 and AS350B2 FSTDs, which were delivered in 2008.

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NEW MOSCOW TRAINING CENTRE “Flight Training Vnukovo” is the new joint venture formed by OAO “Vnukovo International Airport” and Lufthansa Flight Training GmbH, to open a simulator centre at Vnukovo airport in Moscow to train flight crews.

The centre will be ready for the first training courses mid2010. Initially it will have four simulators and the ability to eventually accommodate a total of 20 for various aircraft types. All the simulators will be licensed in compliance with Russian and European (EASA) safety standards. The centre will also be large enough to house fire extinguisher and emergency simulators.

HELITECH – HUB OF HELICOPTER TRAINING Helitech, the largest European dedicated helicopter exhibition representing every tier of the helicopter supply chain, is being held at Duxford Imperial War Museum, near Cambridge, UK from September 22-24, 2009. More than 160 exhibitors from 21 countries will attend the show exhibiting a wide range of rotary wing products, technologies and services.

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Major companies from the civil aviation training world will include: FlightSafety International, Frasca International, cueSim, Caledonian Advanced Pilot Training and Specialist Aviation Services.

Expect to see all major helicopter OEMs exhibiting, too, including: AgustaWestland, Bell Helicopter Textron, Enstrom, Eurocopter, MD Helicopters and Sikorsky; a number of them will have helicopters in the static display area.

Visitors will also be able to see the latest offerings from: BAE Systems, CAE, Cobham, Goodrich, Honeywell, L-3 Communications–Wescam, Lockheed Martin, Pratt & Whitney Canada, Rolls-Royce, RUAG Aerospace, Standard Aero and Vector Aerospace Helicopter Services.

Helitech also provides a valuable forum for smaller, specialist suppliers to meet potential customers.

TWO MORE SIMS FOR MUMTALKAT CAE has sold two FFSs and a suite of support services to Bahrain Mumtalakat Holding Company (“Mumtalakat”), the investment arm of the Kingdom of Bahrain and owner of Gulf Air, Bahrain’s national carrier.

The contract calls for a CAE 7000 Series A330/A340 convertible FFS, an additional CAE 5000 Series A320 FFS, and for CAE to provide a suite of support services over the next ten years. CAE’s recently announced sale of a 5000 Series A320 FFS and Simfinity Airbus Pilot Transition (APT) trainers for the A320, A330 and A340 aircraft to an undisclosed customer, was to Mumtalakat. The two additional simulators bring the value of the contract to more than C$50m.

FLIGHTSAFETY HELP IN TOUGH TIMES FlightSafety International is helping business aircraft pilots and maintenance technicians who have lost their jobs this year as a result of the flat economy. Under its Proficiency Program, pilots of business aircraft who were training under a FlightSafety full service contract at the time of their job loss may receive a recurrent training course at no cost. Maintenance technicians who were enrolled in FlightSafety’s master technician program at the time of their job loss may receive the next course towards their master technician rating at no cost.

Those who take advantage of the program will not have to pay the cost of the course or to enter into a new training agreement with FlightSafety once re-employed. They will need to start their training while unemployed and by December 31, 2009.

To be eligible, loss of employment must have resulted from staff reduction or job elimination that occurred since January 1, 2009. Those who were provided FlightSafety training by a company, organization or individual since their job loss, or have been laid off temporarily, furloughed, become unemployed for other reasons, are not eligible.

Pilots and technicians who take advantage of this program are not required to repay the cost of the course or to enter into a new training agreement with FlightSafety once reemployed. Complete program details, including eligibility requirements and training request forms, are available at flightsafety.com.

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familiarization with methods used to detect hidden damage in composite structures as part of maintenance procedures. Inspectors will learn how and why repair designs and processes must meet the same performance requirements as the basic structure of the aircraft. Documentation, regulations, airworthiness and certification topics will also be covered in depth.

ROCKWELL PROGRAMS FOR XIAN

Simulation and Training for the Edge of the Envelope It is well known that the main cause of commercial accidents and worldwide fatalities in airline service has changed from Controlled Flight Into Terrain (CFIT) to In-flight Loss of Control (ILOC). The question is, what to do about it. In the next edition of CAT there will be an article about a recent conference at the Royal Aeronautical Society (RAeS) in London on how to train better for Upsets and ILOC incidents using ground aids such as simulators and also aircraft with greater flight envelopes than the airliner itself. Organisations making inputs included the US National Transportation Safety Board (NTSB), the US Airline Pilots Association (ALPA), together with aircraft manufacturers Boeing and Airbus, simulator manufacturers, research organisations and Regulators from both sides of the Atlantic. The conference resulted in the formation of a new body, the International Committee for Aviation Training in Extended Envelopes (ICATEE).

This will be co-ordinated by the Flight Simulation Group of the RAeS in a similar way to previous International Working Groups that have resulted in agreed procedures and guidance documents that have been later published by ICAO. The intention is to involve a wide range of interested parties and investigate how Full Flight Simulators can be improved so as to model envelope corners and Upset events better than now.

In addition, the use of various types of aircraft for in-flight recovery training will also be explored. More details in the next edition of CAT.

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CAT MAGAZINE • ISSUE 4/2009

Above Cessna Citation Mustang FTD. Image Credit: Frasca International.

FRASCA DELIVERS MUSTANG LEVEL 5 FTD Frasca has delivered a Cessna Citation Mustang FTD to the Federal Aviation Administration. It is qualified as an FAA Level 5 FTD and was installed at the Mike Monroney Aeronautical Center in Oklahoma City.

The first Level 5 FTD delivered for a very light jet (VLJ) aircraft, it replicates the flight deck of the Mustang and includes an avionics package with 220 degree visual display system, a highfidelity sound system, an electric control loading system, and a debrief station featuring digital playback of cockpitmounted camera recordings.

TRAINING FAA INSPECTORS Abaris Training will train FAA safety inspectors in advanced composite maintenance and repair under a one-year, renewable contract. The company will teach more than 190 inspectors the basic principles of advanced composite structures, to help them determine reliability of major composite repairs in the field and monitor successful maintenance of aircraft.

Repair and maintenance of modern aircraft such as the B787, Hawker 4000 and others that use composite materials in primary structures, require detailed knowledge and techniques in a rapidly evolving field. Topics covered in the course reflect the growing use of composite materials in interior panels, control surfaces, wings and fuselages.

A key component of the training is

Rockwell Collins has an agreement with Xian Aviation Science and Technology Company (XASC) to develop simulation and training solutions for its MA-60 and MA-600 aircraft. Rockwell will use its Core simulation architecture to supply key components of the MA-60 FFS and the MA-600 flight training device (FTD).

The training solutions will be used on both aircraft at XASC’s facility and Xian Aircraft Company beginning September 2009 for the MA-600, and February 2010 for the MA-60.

GOOD PARIS SHOW FOR AIRBUS Airbus announced commitments worth about US$12.9bn at the 2009 Paris Air Show for 127 aircraft. These include firm orders for 58 aircraft worth almost US$6.4bn, plus memorandum of understanding (MoU) agreements for 69 additional aircraft totalling US$6.5bn.

The firm-order highlights include: 24 single-aisle aircraft for Qatar Airways; 16 A321s for Vietnam Airlines; and 10 A350900s for AirAsia X. Other firm aircraft orders were with Cebu Pacific for A320s; Aigle Azur for one A319; Zest Air of the Philippines for one A320; and a private customer for one Airbus Corporate Jet (ACJ) A320 Prestige.

Airbus also received MoU commitments for 50 A320s from Wizz Air; 10 A321s from India based Paramount Airways; two A330-200s and five A330-300s from Turkish Airlines; and two A350-900s from Vietnam Airlines.

EC-135 GETS DUAL QUAL The German Bundespolizei received dual certification for its Frasca-built EC-135 helicopter device as a JAR-FTD H FTD 2 and FNPT III MCC. The simulator was modeled after an EC-135 T2+ helicopter and features a 200° x 70° visual dis-

play system with real-world database, including Bonn and Cologne. It has a high-fidelity EC-135 T2 cockpit equipped with EFIS, moving map display, GPS and realistic vibration cues. The device is installed in Sankt Augustin, Germany.

RAYTHEON TEAM WINS NASA CONTRACT NASA has awarded a team led by Raytheon Company a $29.1m contract to improve the system-wide modelling and simulation capability of the Airspace Concepts Evaluation System (ACES). The Raytheon team includes Intelligent Automation Inc., Sensis Corporation, Mosaic ATM, Aerospace Computing Inc. and PDA Associates.

The plug and play models will help NASA, FAA and other researchers better understand the tools and concepts needed to support the impacts of NextGen on the National Airspace System.

Simulations will increase efficiency by evaluating and analyzing new concepts for future air traffic management operations.

ACES is NASA’s real-time computer simulation tool that analyzes local, regional and nationwide factors affecting the dynamics of aircraft operations, from gate departures and flight paths to landings and gate arrivals. The result is a flexible environment for researchers to identify and test new NextGen air traffic management concepts.

BOEING PREDICTS LONG-TERM GROWTH Boeing is forecasting a $3.2 trillion market for new commercial airplanes over the next 20 years. This takes into account near-term realities, including global economic recession, declining passenger and cargo traffic and unpredictable fuel prices. The Boeing 2009 Current Market Outlook predicts a market for 29,000 new commercial passenger and freighter airplanes by 2028.

“While the commercial aviation industry is facing a significant downturn, it is cyclic and has a long history of declines and upturns,” said Randy Tinseth, vice president marketing, Boeing Commercial Airplanes.

“Over the past 30 years, through both tough and good times, traffic growth has averaged more than 5% per year, demonstrating the resilience of the market. The long-term outlook points to the next 20

years as being a time in which we see fundamental underlying factors supporting a strong need for new airplanes.”

Boeing’s analysis shows that over time, the commercial airplanes market will stabilize and economic growth will return. It predicts passenger traffic to grow at an average rate of 4.9% each year for the next 20 years. Demand globally remains strong for new, more efficient commercial airplanes in response to high fuel prices, aging fleets and environmental concerns.

The growing Asia Pacific region will command the largest market with 31% (8,960) of units and 36% in value ($1.13 trillion). Air travel to, from and within Asia Pacific region will grow from a 32% share of the world air travel market to 41% over the 20-year period.

Boeing projects long-term global air cargo traffic will also grow at an average annual rate of 5.4% over the same period.

A shift towards larger freighters and new, more efficient airplanes will help keep air cargo transport affordable.

The world freighter fleet is expected to grow by two-thirds, from 1,940 to 3,250 airplanes. This growth will require 2,760 freighters worth $170bn at today’s prices.

Simulation-based courseware for computer lab & distance learning

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PATRIOT GAINS Patriot Aviation, a provider of general aviation services, has acquired Heliflight (UK) Limited, a helicopter charter and flying training firm. Patriot Aviation, which specialises in fixed-wing and helicopter sales, charter, engineering and flight training, believes this deal will strengthen the capabilities of each firm and expand their geographic reach. Both will retain their existing brand names.

Patriot will now focus on aviation sales, engineering services and refurbishment, while Heliflight will continue to specialize in flight training and helicopter charter, with Patriot’s training activities consolidated into its operations. All of these services will be available to customers at the three locations from which the combined businesses will operate: Cranfield, Gloucester and Wolverhampton.

Under this deal, aircraft sales – including Cessna fixed-wing, Schweizer and other helicopter brands – will be consolidated under the Patriot brand. New sales offices will open at Heliflight’s Gloucester and Wolverhampton bases in UK.

AIRCRAFT AVAILABLE: A320

A330

B737 NG

B787

B747-200

B747-400

B757/767

B777

DC 9

Others

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EASA – Where to Next?

EASA and FAA held their annual joint Safety Harmonisation Conference in Athens from June 1-4, 2009. It was not a particularly outstanding event with both regulators in considerable flux and with the only major topic being safety management systems (SMS), reports Peter Moxham.

As all know, 2008-2009 has not been marked by spectacular progress, either in harmonisation or in the finalisation of

AYLA GETS JAA APPROVAL Atlantic Flight Training announced that its Jordanian sister school, Ayla Aviation Academy, received JAA approval to conduct ATPL theoretical knowledge training at its ground school in Aqaba, Jordan. It is the only JAA ATPL (A) approved ground school in the Middle East. By using both schools, Ayla and AFT can provide cadets with a fully approved JAA license, making them more marketable and competitive in the global market.

TRAINING MERGER

rulemaking issues.

Of more interest is the recent exchange of correspondence between EASA, its management board and the European Commission.

Anyone directly involved in working with EASA has to be aware of the significant shortage of staff in its rulemaking area and of the lack of technical assistance to these staff. The lawyers employed at EASA are certainly not slacking; judging from personal experience, these individuals work longer hours and under greater pressure than anyone else in this industry, and yet still manage to find the time to meet with industry representatives and to explain what they are doing. However, the process of lawmaking is now completely out of line with the timescales laid down by the European Commission.

The EC did not consult with industry before bringing in the Basic Regulations on EASA and had no real understanding of what it was asking. This failure to consult has led to a knock-on effect, which nobody seems able to change. Thus the dates published are not moving to allow for the introduction of the new regula-

FREE SMS INTERNET TOOL Avisa Aviation Safety Systems has launched a free on-line tool called Avisa SMS to help operators and maintenance organizations that are working towards safety management system (SMS) compliance.

All operators and maintenance companies need SMS in place to comply with new IACO and EASA regulations over the next 20 months. An SMS identifies hazards and risks are assessed so that proactive and proportionate risk management strategies can be implemented.

The Avisa SMS tool assists a gap analysis on an existing SMS and can serve as a checklist to identify missing elements, allowing an SMS plan to be devised. It is designed to help airlines and maintenance providers understand the conditions of an effective ICAO and EASA compliant SMS solution. It provides an analysis of existing SMS elements and the starting point for an SMS implementation plan that will contribute to continued safety through the life of that solution. The tool is available at http://avisa.smsaero.com/.

tions, and the new regulations cannot be finalised for some time yet.

It will be industry that loses out, since the time available to apply the new regulations is rapidly disappearing. The new requirements for FCL and Flight Operations are based on JARs. However, JARs were not law and rephrasing the JARs to meet the requirements of legal wording produces many difficulties, which lawyers may see as no problem but which industry finds very difficult.

ABU DHABI TRAINING CENTRE MOU Abu Dhabi Airports Co. has signed an MoU with the American Association of Airport Executives (AAAE) and the International Association of Airport Executives, to improve aviation and training services. The enhancement package includes establishing a regional training center in Abu Dhabi for airport executives in the Gulf and wider Middle East.

Europe must not go back, but it will need a greater commitment from the

ELECTRIC MOTION A320 SIM

Commission in the way of both funding

Virgin America is Flight Simulation Company’s first customer for its new Level D A320 simulator. FSC-Dallas, a division of Netherlands-based Flight Simulation Company, installed and completed cer-

and understanding if we are not to face several years of chaos as the new rules come into force.

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CAT MAGAZINE • ISSUE 4/2009

tification of the A320 simulator to FAA Level D standards and will provide simulator time for Virgin America’s training department to complete initial and recurrent pilot training.

The simulator is certified under the stringent FAA Part 60 regulation. The only A320 simulator with electric motion, it is quieter than older hydraulic systems, which contributes to the realism by minimizing extraneous noises.

Terry Gibson Associates has merged its aviation training business with aeroDAC. Terry Gibson Associates is a specialist EASA Part 21 aerospace design certification and production consultancy, covering audits and training and aerospace airworthiness. AeroDAC is a UK aerospace design and certification organization.

As a result of this merger, in addition to on-site training, aeroDAC is now offering public open access training courses at its offices in Turners Hill, near London Gatwick airport.

FIRST A321 FOR SHANGHAI Shanghai Airlines now has an Airbus, an A321, the first of 10 ordered by the carrier in 2006/07. Powered by IAE V2533-A5 engines, it is fitted in a new two-class configuration with 178 seats (166 economy, 12 business). The aircraft will initially be deployed on domestic routes followed in future by regional routes including Japan and Korea.

GLOBAL AIRLINE CAPACITY STABILIZING One year since the world’s airlines began reducing seat capacity in the face of global economic pressures, the cutbacks are starting to stabilize. There were about 315 million seats available in July 2009, just 1% fewer than in July 2008, according to Official Airline Guide’s (OAG) monthly report on trends in the supply of airline flights and seats.

“Airline capacity is often cited as a barometer of economic confidence,” said David Beckerman, vice president, OAG market intelligence. “The OAG figures, which amalgamate the planned operations for airlines worldwide, show a clear and very welcome upward trend from the dramatic declines we have seen in recent months. We can only wait and see if this outlook bears financial fruit in actual passenger numbers and airline load factors.”

The world’s airlines scheduled 2.55 million flights for July 2009, down by 3% compared with 7/08, with a drop in capacity of 3.3 million seats on offer to travelers around the globe. In June the year-on-year global frequency and capacity figures were down by 4% and 2% respectively.

MINT ADDS TO CUSTOMER PORTFOLIO Skyguide is the first air navigation training center to use Mint TMS to manage training activities and regulatory compliance, thus marking the addition of a new market segment for the aviation training software specialist.

The provider of civil and military air navigation services chose the program in response to new Swiss regulatory requirements for licensing air traffic controllers. It will use the program to help centralize its records of qualifications.

At press time, Skyguide was in the data entry phase and setting up the system to meet its needs. It was planning to go live with the compliance management part for its 14 sites in July. Training planning was scheduled to follow soon after.

FLIGHT SIMULATION 737-800 CERTIFICATION Flight Simulation Company-Dallas LLC (FSC-Dallas) has received FAA Level D certification of for its new B737-800 at the Fort Worth Training Center. The B737-800 joins the -200 and -300 simulators already in service.

The CAE-built simulator has a sixdegrees-of-freedom electric motion base and a Tropos 300 visual system with a 200° x 40° field of view. It was certified under the FAA Part 60 regime and meets or exceeds JAA Level D standards.

OAA TRAINING AGREEMENTS Oxford Aviation Academy (OAA) has signed a five-year training agreement with British Airways to provide pilot training and simulator time for the airline’s new fleet of Embraer 170 and 190SR aircraft. The Embraer 170 is due for delivery to BA’s subsidiary BA CityFlyer in September and will enter service later this year.

The first group of BA CityFlyer pilots began entitlement training in July at OAA’s Gatwick training centre on behalf of Embraer. OAA is an authorised Embraer 170/190 entitlement training provider and holds JAR TRTO approval. OAA has a

dual fit Embraer 170/190 Level D FFS and a ground school facility, which includes CBT, FMS trainers and an integrated procedures trainer. The Gatwick Embraer 170/190 simulator was modified to meet the airline’s need to undertake steep approaches into London City airport.

OAA also signed a long-term agreement with Lufttransport AS to provide training on a newly acquired Beech King Air B200 FFS at OAA’s Oslo training centre in Norway. The simulator being acquired by Lufttransport will be the only Level D device in Europe with a Proline-21 cockpit and should be ready for training in February 2010.

“Having a simulator located at Oslo airport with OAA providing a total operational support package will generate substantial savings in training costs for us and help further improve safety standards,” said Stig Naesh, CEO of Lufttransport.

OAA and Aveos are to jointly market and provide EASA Part 147 maintenance training to airlines globally. OAA and Aveos will provide practical and theoretical aircraft maintenance training at OAA’s training centres and at Aveos’s training centres in Toronto, Vancouver, Montreal and Winnipeg. Training will also be offered at airlines’ operating bases.

The agreement covers training on a range of aircraft types including the A320 family, A330, A340, B737 family, B747 and CRJ aircraft. Initially, training in Manchester will be offered on B737NG and Embraer EJet 170/190 aircraft.

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DIGITAL ENGINE PUBLICATIONS Aircraft Technical Publishers (ATP) has signed an exclusive agreement with GE to distribute all digital engine technical publications for the CF700 and CJ610 engines. The GE engine publications and ADs are available separately or can be bought with other ATP libraries, for example, with Lear, Sabreliner, and Falcon.

SR TECHNICS AND ETIHAD AGREEMENT SR Technics and Etihad Airways have signed their first technical training agreement. The contract covers more than 1,000 days of instructor training on A320, A330 and A340 airframes and includes run-up in simulators, health and safety, and aviation / technical English and differences training. The contract runs through February 2010.

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world news & analysis

CITATION JET TYPE RATING Phoenix East Aviation (PEA) has a new jet type rating program with two training courses designed to let students act as pilot-in-command or second-incommand of a Cessna Citation jet. Both courses will be offered at PES in Daytona Beach, Florida.

In the jet type rating course, pilots will be trained under FAR Part 61.63 to gain knowledge of advanced systems through ground school, simulator training and actual flight training. In the second-in-command course, students will be trained to function as second-in-command of a Cessna Citation jet and operate in a multi-crew environment under FAR Part 61.55.

SR TECHNICS APPROVAL SR Technics has received European Aviation Safety Agency (EASA) Group Single Approval for Training Organisation Part 147, from the Swiss Federal Office of Aviation (FOCA). The approval covers all SR Technics training at its centres in Switzerland and the UK and at any customer site.

JET REPUBLIC CHOOSES CTC AVIATION CTC Aviation will handle Jet Republic’s pilot and flight attendant selection process for its new training program. The training program comes in response to the record number of applications Jet Republic recently received – 2,000 unsolicited crew applications in one month – and its plans to hire more than 500 pilots over the next five years to fly the 110 Learjet 60 XRs it has ordered from Bombardier. Selection for captains is already underway and the first appointments will begin training soon, with training courses running close to a monthly basis.

GULF AIR APPOINTS NEW CEO Gulf Air, Bahrain’s national carrier, announced today the appointment of a new chief executive officer to lead the airline in the next phase of its realignment strategy.

Samer Majali, former CEO of Royal Jordanian, will take over at Gulf Air within the next few months from current CEO Björn Näf. Until then, Talal Al Zain, Gulf Air’s chairman, will manage the business in the temporary role of executive chairman. cat 48

CAT MAGAZINE • ISSUE 4/2009

Index of Ads 2FlyPlanes www.2flyplanes.com 31 ADTS www.adts.aero 29 Advanced Rotorcraft Technology www.flightlab.com IBC Aerosim Technologies www.aerosim.com 43, 45 & 47 Air Canada Pilots Association www.winterops.ca 25 Air France www.airfrance-flightacad.com 11 Aviation Training Centre of Tunisia www.atct.com.tn 13 AXIS Flight Training Systems www.axis-simulations.at 53 Bizjet Training www.bizjet-training.com 41 CAE www.cae.com OBC CAPA Aeropark www.capa-aeropark.com 37 Christie Digital www.christiedigital.com 42 Condor www.joint-training.condor.de 61 CTC www.ctcaviation.com 35 Delta Air Lines www.delta.com IFC Diamond Simulation www.diamond-simulation.com 19 EATS 2009 www.halldale.com/EATS 24 Equipe Simulation www.equipe-simulation.com 27 ETSA www.etsaweb.org 14 FlightSafety International www.flightsafety.com 6 Frasca International www.frasca.com 17 Helitech www.helitech.co.uk 33 Opinicus www.opinicus.com 23 Oxford Aviation Academy www.oaa.com 15 RAES Training Conference www.aerosociety.com/conference 38 Rockwell Collins www.rockwellcollins.com 3 SCSI www.SCSI-INC.com 65 Sim-Industries www.sim-industries.com 21 Thales www.thalesgroup.com 4 TRC Development www.trcsimulators.com 57

Calendar 8-9 September 2009 APATS 2009 - Asia Pacific Airline Training Symposium @ Asian Aerospace Asia World Expo Hong Kong www.halldale.com/APATSAA 10-11 November 2009 EATS 2009 - European Airline Training Symposium Clarion Congress Hotel Prague, Czech Republic www.halldale.com/EATS 3-4 March 2010 ADTS 2010 – Aerospace & Defence Training Show Dubai, United Arab Emirates www.adts.aero 27-29 April 2010 WATS 2010 - World Aviation Training Conference & Tradeshow Rosen Shingle Creek Resort Orlando, Florida, USA www.halldale.com/WATS 22–24 September 2009 Helitech Duxford, UK www.helitech.co.uk 23-24 September 2009 A Training and Regulatory Environment for Tomorrow: Annual International Flight Crew Training Conference London, UK www.raes.org.uk/conference 20-22 October 2009 NBAA 62nd Annual Meeting & Convention Orlando, Florida, USA www.nbaa.org

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

Civil Full Flight Simulator Census

Civil Full Flight Simulator Census The 2009 CAT Civil Full Flight Simulator Census is a complete update from last year’s release. It provides comprehensive data on the more than 1,200 civil full flight simulators in use around the globe, sorted by training centre/user, followed by aircraft type/ engine configuration. Technical data, including motion axes, image generator, display system, and approval level is also included.

The Civil Full Flight Simulator Census is a comprehensive summary of world full flight simulator availability. The Census is available online at www.halldale.com and also as a fully sortable database for individual or corporate use. See the website for more details.

Abbreviations For display, ch = image generator channels, CC = cross-cockpit collimated system, w = separate display windows.

For motion platform, E = Electric, H =Hydraulic.

Simulator manufacturer relationships CAE includes CAE USA, CAE USA includes ex-Reflectone and ex-BAE F&S, LM includes Akron & Orlando facilities, Thales includes ex-Rediffusion, Singer-Link Miles and Thomson CSF. Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

ABX Air Inc. - USA, OH, Wilmington Tel: +1 937 382 5591 Email: jack.greenwood@abxair.com B767-200 GE 80A Thales/TDI/OPINICUS 6H SP3 3ch/4w 40x150 FAA C 2005 DC 8-62 JT3D-3 Conductron/Thales R 3H SP1 2w 40x60 FAA B 1990 DC 9-30 JT8D-9 Thales 3H Vital 4 2w 40x60 FAA B 1985 DC 9-30 JT8D-9 Opinicus 6H ESIG 3350 3ch 40x150 FAA C 2003 Aer Lingus - Ireland, Dublin Tel: +353 1 8862820 Email: derek.mulvey@aerlingus.com A320 CFM56 CAE 6H MaxVue 3chCC 40x180 JAA D 1999 Aeroflot - Russia, Moscow Tel: +7 095 578 7942 Email: vshishkin@aeroflot.ru A320 CFM56/IAE2527 CAE 6H Tropos 3chCC 40x150 CAA D 2004 IL-76 D30KP-2 ERA/Penza 3H CKT 2w 40x80 CAA A 1985 IL-86 HK86-4 ERA/Penza 3H CKT 2w 40x80 CAA A 1978 IL-96-300 PC90A ERA/Penza 6H CKT 5ch/6w 40x200 CAA C 1994 TU-154M D30KU-154 ERA/Penza 3H CKT 4 3ch/4w 40x150 CAA B 1978 Aerolineas Argentinas - Argentina, Buenos Aires Tel: +54 1317 5694

B737-200 JT8D-9 Thales R 3H SP1 3ch/4w 40x150 FAA B 1971 AeroMexico - Mexico, Mexico City Tel: +52 55 5063 8067 Email: cjuarezv@aeromexico.com.mx B737-700/800 CFM56-7B Thales 6H ESIG 3chCC 40x180 CAA D 2001 EMB 145 AE3007A1 CAE 6H MaxView+ 3chCC 40x180 DGAC/FAA D 2001 MD 82 JT8D-217 CAE 6H Vital 4 3ch/4w 40x150 CAA C 1985 Aeroservice Aviation Center - Brazil, Rio de Janeiro Tel: +1 305 871 5557 Email: steven@aeroservice.com B727-200 JT8D-15 Thales R 6H SP1 3ch/4w 40x150 CAA C 2009 Aeroservice Aviation Center - USA, FL, Miami Tel: +1 305 871 5557 Email: steven@aeroservice.com B727-200 JT8D-15 Link 6H SP1 3ch/4w 40x150 FAA C 1977 B727-233 JT8D-15 CAE 6H SP1-T 3ch/4w 40x150 FAA C 1980 B737-200 JT8D-15 CAE 6H Raster NX1 3ch/4w 40x150 FAA C 1982 B737-300 CFM56 CAE 6H Vital 4 3ch/4w 40x150 FAA C 1988 B737-800 CFM56-7B Sim-Industries 6E EP-1000CT 3chCC 40x180 FAA D 2009 B747-300 CF6-50E2 Thales S 6H RasterFlite 3ch 40x150 FAA C 1972 B767-200 CF6-80A/JT9D-7R4D Thales R 6H RasterFlite 3chCC 40x180 FAA C 1982 DC 8-71 CFM56 Conductron 6H SP1 3ch/4w 40x150 FAA C 1969 DC10-10 CF6 CAE 6H SP1 3ch/4w 40x150 FAA C 1997 MD 80 JT8D-217/219 CAE 6H RasterFlite 3ch/4w 40x150 FAA C 1983 MD 88 JT8D-217/219 Thales S 6H RasterFlite 3chCC 40x180 FAA C 1988 CAT MAGAZINE • ISSUE 4/2009

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Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Aims Community College - USA, CO, Denver Tel: +1 970 330 8008 Email: ggaiser@aims.edu

BE 1900-D PT6167D TDI 6H SP2 3ch/4w 40x150 FAA C 2001 Air Algerie - Algeria, Algiers Tel: +213 21 28 35 95 B727-200 JT8D-15 Thales R 6H SP2 3ch/4w 40x150 JAA B 1979 B737-200 JT8D-15 Thales R 6H SP-X 500HT 3ch 40x180 JAA C 1983 Air Algerie - Algeria, Kouba Algiers Tel: +213 21 68 02 13 Email: ahsimu@airalgerie.dz B737-800 CFM56-7B27 CAE 6E Tropos 6000

JAA D 2008 Air Canada - Canada, Toronto Airport Tel: +1 905 676 4798 Email: Husam.Wafaei@aircanada.ca A320-200 #1 CFM56 CAE 6H Maxvue+ 3chCC 40x180 TC D 1991 A320-200 #2 CFM56 CAE 6H Maxvue+ 3chCC 40x180 TC D 2002 A320-200 #3 CFM56 CAE 6H Maxvue+ 3chCC 40x180 TC D 1990 B767-233 JT9D-7 CAE 6H Maxvue+ 3chCC 40x150 TC C 1982 B767-300ER CF6 CAE 6H Maxvue+ 3chCC 40x150 TC D 2002 B777-300ER GE90-115B CAE 6H Tropos 3chCC 40x150 TC D 2007 EMB 170 CF34-8E5 CAE 6H Maxvue+ 3chCC 40x150 TC D 2006 EMB 190 CF34-10E5A1 CAE 6H Maxvue+ 3chCC 40x150 TC D 2006 Air Canada - Canada, Vancouver Airport Tel: +1 905 676 4798 Email: Husam.Wafaei@aircanada.ca A320-200 CFM56 Thales R 6H MaxVue A+ 3chCC 40x150 TC C 1989 A330/A340 RR Trent CAE 6H Maxvue+ 3chCC 40x150 TC D 2002 B737-200 JT8D-9 CAE 6H Vital 4 3chCC 40x150 TC B 1976 B767-300ER CF6 Thales R 6H MaxVue A+ 3chCC 40x180 TC C 1991 Air China - China, Beijing Tel: +86 10 6459 9068 Email: master@mail.airchina.com.cn B737-800 CFM56 CAE 6H MaxVue 2000 3chCC 40x150 FAA D 1995 B747-400 PW4056 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1995 B777-200 RR Trent CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1998 Air France - France, CDG Airport Tel: +33 1 64 47 77 84 Email: jeta@airfrance.fr

CFM56-5B4/IAE V2527-A5 CAE 6H ESIG 3800GT 3chCC 40x150 JAA D 2003 A320-200 #5 A320-200 #6 CFM56-5B4 CAE 6H Tropos 6400 3chCC 40x150 JAA D 2007 CF6-80E1A4/CFM56-5C4/ CAE 6H ESIG 3800GT 3chCC 40x150 JAA D 2002 A330-200/A340-300

Trent RR772B A340-300 CFM56-5C2 Thales T 6H SPX 500HT 3chCC 40x150 JAA D 1993 A380 RR Trent 970 CAE 6H Tropos 6000 3chCC 40x150 JAA D 2008 B777-200/300 #1 GE90-94B/GE90-115B Thales 6H EP-1000CT 3chCC 40x150 JAA D 1999 B777-200/300 #2 GE90-94B/PW 4090/ Thales 6H EP-1000CT 3chCC 40x150 JAA D 2003

GE90-115B B777-300ER #3 GE90-115B Thales 6H EP-1000CT 3chCC 40x150 JAA D 2006 B777-300ER #4 GE90-115B Thales 6H EP-1000CT 3chCC 40x150 JAA D 2009 Air France - France, Massy Tel: +33 1 64 47 77 84 Email: jeta@airfrance.fr

A310-300 CF6-80C2A2 Thales T 6H SP-X 500HT 3chCC 40x150 JAA D 1991 A320-200 #3 CFM56-5A1 Thales T 6H SP-X 500HT 3ch/4w 40x150 JAA D 1988 A320-200 #4 CFM56-5A1 Thales T 6H ESIG 3350GT 3chCC 40x150 JAA D 2000 B747-400 CF6-80C2 Thales R 6H SP-X 500H 3chCC 40x180 JAA D 1990 Air France - France, Orly Airport Tel: +33 1 64 47 77 84 Email: jeta@airfrance.fr

A320-200 #1 CFM56-5A1 Thales T 6H Image 4-500 3ch/4w 40x150 JAA D 1989 A320-200 #2 CFM56-5A1 Thales T 6H EP-1000CT 3chCC 40x150 JAA D 1991 Air India - India, Hyderabad Tel: +91 40 27752354/27750419 Email: dtctehyd@gmail.com / kripesh@airindia.in A320 IAE-2500 A1 CAE 6H Vital 7 3chCC 40x150 FAA D 1990 A320 IAE-2500 A1 CAE 6H Vital 7 3chCC 40x150 FAA D 1992 B737-200 JT8D-17A Thales R 6H SP1-T 3chCC 40x150 FAA C 1987 Air India - India, Mumbai Tel: +91 22 2626 3337 Email: A.Deepak@airindia.in A310-300 CF6 CAE 6H SP-X 500HT 3chCC 40x150 DGCA D 1988 B747-400 PW4056 CAE 6H MaxVue 2000 3chCC 40x150 DGCA D 1993 50

CAT MAGAZINE • ISSUE 4/2009

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Display System

Approval Level Initial Service & Authority Date

Air New Zealand - New Zealand, Auckland Tel: +64 9 255 5701 Email: john.ogilvie@airnz.co.nz A320 V2500 CAE 6H Maxvue+ 5chCC 40x200 NZ D 2003 B737-300/400/500 CFM56 CAE 6H ESIG 3800GT 3chCC 40x180 NZ D 2001 B747-400 CF6-80C2/RB211-524 Thales R 6H SP1-T 3chCC 40x150 NZ D 1989 B767-200 CF6 Thales R 6H SP2 3chCC 40x150 NZ C 1986 B777-200ER Trent 895/892/ Thales 6H ESIG 3800GT 3chCC 40x180 NZ D 2005

PW400/GE90 Dash 8 Q100/Q300 PW123 FSI 6H Vital 9 3chCC 40x180 NZ D 2005 Airbus China - China, Beijing Tel: +86 (10) 80486340 Email: klaus.walendy@airbus.com A320 CFM56 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2008 CFM56-5B4/IAE V2527-A5 Thales 6H ESIG 3350GT 3chCC 40x180 CAAC D 1997 A320-200 A330-200/A340-300 GW/PW/RR/CFM56 Thales 6H ESIG 3350GT 3chCC 40x180 CAAC D 1998 Airbus North America Customer Services - USA, FL, Miami Tel: +1 305 871 3655 Email: todd.metts@airbus.com CFM56-5B4/IAE V2527-A5 CAE USA (R) 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 A320 #1 CFM56-5B4/IAE V2527-A5 CAE USA (R) 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 A320 #2 CFM56-5B4/IAE V2527-A5 CAE USA (R) 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 A320 #3 CFM56-5B4/IAE V2527-A5 CAE USA (R) 6H ESIG 3350GT 3chCC 40x180 FAA D 2000 A320 #4 A340/A330 CFM56/GE/PW/RR Thales 6H ESIG 3350GT 3chCC 40x180 FAA/DGAC C 1992 Airbus Training Center - France, Toulouse Tel: +33 (0)5 61 93 33 33 Email: thierry.marty@airbus.com GE CF6/PW4152/PW4158 Thales 6H Vital 4 3ch/4w 40x150 DGAC C 1984 A310/A300-600 CFM56-5B4/IAE V2527-A5 Thales 6H ESIG 3350GT 3chCC 40x180 JAA D 1999 A320-200 #1 CFM56-5B4/IAE V2527-A5 Thales 6H ESIG 3350GT 3chCC 40x180 JAA D 2000 A320-200 #2 CFM56-5B4/IAE V2527-A5 CAE 6H Tropos 3chCC 40x180 JAA D 2003 A320-200 #3 A330-200/A340-300/ GE/PW/RR/ CAE 6H EP-1000 5chCC 40x200 JAA D 2006 A340-600 #1 CFM56/RR Trent A330-200/A340-300/ GE/PW/RR/ CAE 6H EP-1000 5chCC 40x200 JAA D 2006 A340-600 #2 CFM56/RR Trent A330-200/A340-300 #3 GW/PW/RR/CFM56 Thales 6H ESIG 3350GT 3chCC 40x180 JAA D 1992 A380-800 RR Trent 972 CAE 6H Tropos 5chCC 40x200 JAA D 2007 Alaska Airlines - USA, WA, Seattle Tel: +1 206 392 6351 Email: Bill.Johnson@AlaskaAir.com B737-400 CFM56 Thales R 6H SPX-200 3chCC 40x150 FAA C 1992 B737-700 CFM56 Thales 6H ESIG 3800GT 3chCC 40x180 FAA D 1999 B737-800 CFM56 Thales 6H ESIG 3800GT 3chCC 40x180 FAA D 2001 CRJ 700 CF34 CAE 6H Maxvue+ 3chCC 40x180 FAA D 2002 MD83 JT8D-217 Thales R 6H SPX-200 3ch/4w 40x150 FAA C 1989 Alitalia Flight Training Centre - Italy, Rome Tel: +39 (06) 6563 8884 Email: moro.claudio@alitalia.it A320-200 Multichoice CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 A321-111 CFM56 Thales 6H Space 3chCC 40x150 JAA D 1995 B767-300 Multichoice CAE 6H Maxvue+ 3chCC 40x180 JAA D 2002 B777-200 GE90-94B CAE 6H Maxvue+ 3chCC 40x180 JAA D 2002 MD 11 CF6-80D1F Thales 6H SP-X 500HT 3chCC 40x150 JAA C 1991 MD 82 JT8D-217 Thales 6H SP3-T 3chCC 40x150 JAA C 1986 MD 82 JT8D-217 Thales 6H SP-X 500HT 3chCC 40x150 JAA C 1992 All Nippon Airways - Japan, Tokyo Tel: +81 3 3745 8001 Email: otomo@ana.co.jp

A320-200 CFM56 Thales 6H SP-X 500HT 3chCC 40x150 JCAB D 1990 A320-200/A321-100 CFM56/V2500 CAE 6H Vital 8+ 5chCC 40x225 JCAB D 1999 B737-500 CFM56 CAE 6H Vital 8+ 3chCC 40x180 JCAB D 1995 B737-700 #1 CFM56 Thales 6H EP-1000CT 3chCC 40x200 JCAB D 2005 B737-700 #2 CFM56 Thales 6H EP-1000CT 3chCC 40x200 JCAB D 2006 B747-400 #3 CF6 CAE 6H SP-X 500HT 3chCC 40x200 JCAB D 1993 B767-300 #2 CF6 Thales 6H SP-X 550HT 3chCC 40x150 JCAB D 1989 B767-300 #3 CF6 Thales 6H SP-X 500HT 3chCC 40x150 JCAB D 1991 B767-300 #4 CF6 Thales 6H SP-X 550HT 5chCC 40x200 JCAB D 1993 B777-200/200ER #1 PW4074/4090 Thales 6H Vital 8+ 5chCC 40x225 JCAB D 1995 B777-200/200ER #2 PW4074/4090 Thales 6H Vital 8+ 5chCC 40x225 JCAB D 1995 Dash 8 Q400 PW150A CAE 6H EP-1000CT 5chCC 40x200 JCAB D 2006 CAT MAGAZINE • ISSUE 4/2009

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Approval Level Initial Service & Authority Date

Allied Wings - Canada, MB, Southport Tel: +1 204 428 2503 Email: Klein.AB@alliedwings.ca

Bell 412CF PT6T-3D FSI 6H Vital 9 5chCC 60x220 TC D 2007 King Air C90B PT6A-21 FSI 6H Vital 9 3chCC 40x180 TC D 2006 Alpha Aviation Academy Europe - London Gatwick, UK Tel: +44 (0)845 260 1032 Email: info@eu.alphagroup.com B737-800 CFM56 Sim-Industries 6E EP1000 3chCC 40x180 CAA D 2005 Alteon - Australia, Brisbane Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com A320-200 CFM56-5B4/V2527 Thales 6H ESIG 3800 3chCC 40x180 CASA D 2004 B717-200 BR715 FSI 6H Vital 8+ 3chCC 40x180 CASA D 2001 B737-700/800 CFM56-7B FSI 6H Vital 8+ 3chCC 40x180 CASA D 2001 B737-700/800 CFM56-7B Thales 6H ESIG 3800 3chCC 40x180 CASA D 2003 Alteon - China, Shanghai Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B757-200/B767-300 PW2037/CF6-80C2/ FSI 6H Vital 8 3chCC 40x180 CAAC D 1998

PW4056/RB211 B787 CFM56-7B26 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2009 Alteon - Korea, Seoul Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B737-700/800 CFM56 CAE 6D MaxVue+ 3chCC 40x180 KMOT D 1999 B777 PW4090 CAE 6H MaxVue+ 3chCC 40x180 KMOT D 1999 Alteon - Mexico, Mexico City Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B737-700/800 CFM56-7B Thales 6H ESIG 3800 3chCC 40x180 DGAC Mexico C 2002 MD 82 JT8D CAE 6H Vital 4 3ch/4w 40x150 DGAC Mexico C 1984 Alteon - Singapore, Singapore Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com A320 CFM-56-5A1/V2527-A5 Thales 6H EP-1000CT 3chCC 40x150 CAAS/CAA D 2006 B737-300/400/500 CFM56 3C1 Thales 6H SPX 500HT 3chCC 40x150 FAA D 2006 B737-800 CFM56-7B Thales 6H EP-1000CT 3chCC 40x150 FAA D 2007 B777-200ER/300ER GE90-94/RR Trent 895/ CAE 6H EP-1000CT 3chCC 40x150 CAAS/HK CAD/ 2006

GE90-115 CAA D B787 GE Genx/RR Trent 1000 Thales 6H EP-1000CT 3chCC 40x150 FAA D 2009 B787 GE Genx/RR Trent 1000 Thales 6H EP-1000CT 3chCC 40x150 FAA D 2009 Alteon - Spain, Palma Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B737-700/800 CFM56-7B FSI 6H Vital 8+ 3chCC 40x180 DGAC/FAA D 2000 B737-800 CFM56-7B CAE 6H Vital 8+ 3chCC 40x180 DGAC D 1997 Alteon - UK, London Gatwick Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com A320-200 CFM56-5B/V2547-A5 CAE 6H MaxVue+ 3chCC 40x180 CAA D 2001 B737-300 CFM56-3B CAE 6H Image IV 3chCC 40x150 CAA C 1987 B737-700/800 CFM56-7B FSI 6H Vital 8+ 3chCC 40x180 CAA D 1999 B757-200 PW2037/RB211-535E4 FSI 6H Vital 8+ 3chCC 40x180 CAA D 2001 B757-200/B767-300ER RB211-535E4/CF6-80C2/ CAE 6H EP-1000CT 3chCC 40x150 CAA C 2001

PW4060 B787 GE Genx/RR Trent 1000 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2009 Alteon - UK, Manchester Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com A320-200 CFM56-5B/V2547-A5 Thales 6H ESIG 3350GT 3chCC 40x180 CAA C 1995 A330/A340 CF6-80E1/PW4168A/ CAE 6H Vital 8+ 3chCC 40x180 CAA D 2002

Trent 772B/CFM56-5C B757/B767 CF6/PW/RR CAE 6H Vital 8+ 3chCC 40x180 CAA D 2001 B757-200 RB211-535E4 CAE 6H SP-X 200 3chCC 40x150 CAA C 1989 Alteon - USA, FL, Miami Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com A320-200 IAE/CFM56 Thales 6H SP1-T 3ch/4w 40x150 FAA C 1988 B737-300 CFM56-3B FSI 6H Vital 8 3chCC 40x180 CAA C 1997 B737-700/800 CFM56-7B CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2001 B737-800 CFM56-7B CAE 6H EP-1000CT 3chCC 40x180 FAA D 2009 B737-700/800 CFM56-7B FSI 6H Vital 8+ 3chCC 40x180 FAA D 2001 B757-200 PW2037/RB211-535E4 FSI 6H EP-1000CT 3ch/4w 40x150 FAA C 1991 52

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Approval Level Initial Service & Authority Date

B757-200 PW2037/RB211 Thales 6H ESIG 3800 3chCC 40x180 FAA D 2002 B767-300ER PW4056 FSI 6H EP-1000CT 3ch/4w 40x150 FAA C 1991 B777-200/300ER GE90-115 FSI 6H EP-1000CT 3chCC 40x180 FAA D 1999 F 100 Tay 650-15 FSI 6H Vital 4 3ch/4w 40x150 FAA C 1992 MD 11 CF6-80C2/PW4460 CAE 6H Vital 7 3chCC 40x150 FAA/LBA D 1990 MD 87/88 JT8D FSI 6H Vital 4 3ch/4w 40x150 FAA C 1992 Alteon - USA, GA, Atlanta Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B717-200 BR715-A1/C1 CAE 6H Vital 8+ 3chCC 40x180 FAA D 2001 B717-200 BR715-A1/C1 CAE 6H Vital 8+ 3chCC 40x150 FAA D 1999 B717-200 BR715-A1/C1 FSI 6H Vital 8+ 3chCC 40x180 FAA/DGAC D 2001 B737-700/800 CFM56-7B FSI 6H Vital 8+ 3chCC 40x180 FAA D 2001 Alteon - USA, WA, Seattle Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B717-200 BR715 FSI 6H Vital 8+ 3chCC 40x180 FAA D 1999 B737-700/800 CFM56-7B CAE 6H MaxVue A+ 3chCC 40x150 FAA D 1997 B737-700/800 CFM56-7B CAE 6H MaxVue 3chCC 40x150 FAA D 1998 B747-400 CF6-80C2/PW4056 CAE 6H EP-1000CT 3chCC 40x180 FAA D 2009 B767-300ER CF6-80C2/PW4060 Thales 6H SP-X 500 3chCC 40x150 FAA C 1987 B767-400ER CF6-80C2 CAE 6H MaxVue A+ 3chCC 40x150 FAA C 2000 B777-200/300ER GE90-115 CAE 6H EP-1000CT 3chCC 40x180 FAA D 2009 B787 GE Gnx or RR Trent Thales 6H EP-1000CT 3chCC 40x200 FAA D 2009 B787 GE Gnx or RR Trent Thales 6H EP-1000CT 3chCC 40x200 FAA D 2009 Alteon (CasaAero) - Morocco, Casablanca Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B737-700/800 CFM56-7B FSI 6H EP-1000CT 3chCC 40x180 DGAC France D 2005 Alteon/Aerolineas Argentinas - Argentina, Buenos Aires Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B737-300/500 CFM56-3B CAE 6D Vital 8+ 3ch 40x180 DGAC D 1986

Ins_AXIS_124x178_0808

11.08.2008

15:23 Uhr

Seite 1

ready for take - off AXIS Flight Training Systems GmbH A-8074 Raaba, Bahnhofstr.1(Europe)

JAR-FSTD A FFS Level D Fokker 100 Simulator

w w w. a x i s - s i m u l a t i o n s . a t office@axis-simulations.at f +43 316 40 29 79 – 0 fax – 9

a new partner for professional simulation CAT MAGAZINE • ISSUE 4/2009

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Approval Level Initial Service & Authority Date

Alteon/All Nippon Airways - Japan, Tokyo Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B787 GE Genx/RR Trent 1000 Thales 6H EP-1000CT 3chCC 40x180 JCAB D 2009 Alteon/South African Airways - South Africa, Johannesburg Tel: +1 206 662 8236 Email: TeamAlteon@alteontraining.com B737-700/800 CFM56-7B FSI 6H Vital 8+ 3chCC 40x180 SA/UK CAA D 2000 American Airlines - USA, TX, Fort Worth Tel: +1 817 967 5232 Email: Philip.Fuhrer@AA.com A300-600R CF6 Thales S 6H SP1-T 5ch/6w 40x150 FAA C 1988 B727-200 JT8D-15 Link 6H SP3-T 3ch/4w 40x150 FAA D 1983 B737-800 #1 CFM56 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1998 B737-800 #2 CFM56 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1998 B737-800 #3 CFM56 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2000 B737-800 #4 CFM56 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2001 B757-200ER #1 RR RB211 CAE 6H SP-X 500HT 3chCC 40x150 FAA D 1990 B757-200ER #2 RR RB211 CAE 6H SP-X 200HT 3chCC 40x150 FAA C 1992 B757-200ER #3 RR RB211 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2001 B767-200 CF6 Link 6H SP2 3ch/4w 40x150 FAA C 1983 B767-200 CF6 Link 6H ESIG 3350GT 3ch/4w 40x150 FAA D 1987 B767-300ER CF6 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1998 B777-200 #1 RR Trent CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1998 B777-200 #2 RR Trent CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 B777-200 #3 RR Trent CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 F-100 #1 RR Tay CAE 6H SP-X 500HT 3chCC 40x150 FAA D 1991 F-100 #2 RR Tay CAE 6H SP-X 200HT 3chCC 40x150 FAA C 1992 MD80 #1 JT8D-217 Link 6H ESIG 3350GT 3ch/4w 40x150 FAA D 1985 MD80 #2 JT8D-217 Link 6H ESIG 3350GT 3ch/4w 40x150 FAA D 1988 MD80 #3 JT8D-217 Link 6H ESIG 3350GT 3ch/4w 40x150 FAA D 1985 MD80 #4 JT8D-217 Link 6H ESIG 3350GT 3ch/4w 40x150 FAA D 1985 MD80 #5 JT8D-217 CAE 6H SP-X 500HT 3chCC 40x150 FAA D 1991 MD80 #6 JT8D-217 Link 6H ESIG 3350GT 3ch/4w 40x150 FAA C 1985 American Eagle Airlines - USA, TX, DFW Airport Tel: +1 817 967 5691 Email: allen.hill@aa.com

ATR 42-300 PW120 CAE 6H SP-X 200HT 3ch/4w 40x150 FAA C 1991 ERJ 145 #1 AE3007 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 ERJ 145 #2 AE3007 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2000 Saab 340B CT7 CAE 6H SP-X 200HT 3ch/4w 40x150 FAA C 1991 Ansett Aviation Training - Australia, Melbourne Tel: +61 3 9373 8000 Email: enquiries@ansettaviationtraining.com A318/A319/ IAE V2527/CFM CAE 6E EP-1000 3chCC 40x180 CASA D 2008 A320/A321 A320 IAE V2527 CAE 6H EP-1000 3chCC 40x180 CASA D 2007 B737-300 CFM56 Thales R 6H SP1-T 5ch/6w 40x200 CASA D 1987 B737-800NG CFM56-7B26 CAE 6E EP-1000 3chCC 40x180 CASA D 2008 B767-200 CF6 Link 6H SP1-T 5ch/6w 40x200 CASA D 1982 BAe 146-300A ALF 502 CAE USA (R) 6H Vital 7 3ch 40x150 CASA D 1992 PW120A/PW123D/PW123E FSI 6H Vital 8 3chCC 40x180 ICAO D 2005 Dash 8 Q100/ Q200/Q300 EMB 120 PW118 FSI 6H Vital 7 3ch 40x80 CASA B 2008 F 100 MK-620-15 CAE 6H Vital 8 3chCC 40x180 CASA D 2008 King Air 200 PW PT6A-42 FSI 6H Vital 8 3ch 40x80 CASA B 2008 Metro III ALF 502 FSI 6H SP1 3ch/4w 40x150 CASA B 1988 Saab 340A/B CT7 FSI 6H Vital 8 3ch 40x180 CASA D 1997 Asian ATR Training Centre - Thailand, Bangkok Tel: +66 2 690 0380 Email: aatc_bkk@samart.co.th ATR 42/72 PW120/124/127 Thales 6H Thales View 3chCC 180+ JAA D 1997 ATR 42/72 PW120/124/127 Thales 6H Thales View 3chCC 180+ JAA D 2004 Asiana Airlines - Korea, Seoul Tel: +82 2 2669 5553 Email: simservice@flyasiana.com

A320 CFM56/IA CAE 6H MaxVue+ 3chCC 40x180 FAA D 2001 B737-300/400/500 CFM56 Thales R 6H SP-X 500HT 3c/4w 40x150 FAA D 1991 B747-400 CF6 CAE 6H MaxVue 2000 3c/4w 40x150 FAA D 1994 B767-300ER CF6 CAE 6H MaxVue 2000 3c/4w 40x150 FAA D 1995 54

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Atlas Air - USA, FL, Miami Tel: +1 786 265 5993 Email: rschwellinger@atlasair.com

B747-200F CF6-50E2 Link-AST 6H SP-X 250 3ch/4w 40x150 FAA C 2002 B747-200F CF6-50E2 Link-AST 6H SP1-T 3ch/4w 40x150 FAA C 1981 B747-400F CF6-80C2B5F CAE 6H SP-X 500HT 3chCC 40x150 FAA C 2001 B747-400F CF6-80C2B5F CAE 6H Tropos 5chCC 40x210 FAA D 2009 ATR Training Centre - France, Toulouse/Blagnac Tel: +33 (0)5 62 21 67 51 Email: franck.gillis@atr.fr ATR 42/72 PW120/124 FSI 6H Tropos 6000 3chCC 40x150 JAA C 1990 ATR 42/72 PW120/124/127 Thales 6H Tropos 3chCC 40x180 JAA D 1996 ATR 42/72 PW120/124/127 Thales 6H Tropos 3chCC 40x180 JAA D 1997 Aviation Academy Austria - Austria, Vienna Tel: +43 316 40 29 79-0 Email: office@axis-simulations.at Axis Flight Training Sys. 6H Equipe G10 5chCC 40x180 JAA D 2008 Fokker 100 Tay 650 Aviation Training Center of Tunisia - Tunisia, Tunis-Gammarth Tel: +216 71 911 811 Email: ajebali@atct.com.tn A320 CFM/IAE Thales 6H EP1000CT 3chCC 40x180 DGAC D 2005 A320 CFM Thales 6E EP1000CT 3chCC 40x180 DGAC D Dec 2009 Bombardier Aerospace - Canada, Montreal Tel: +1 514 344 6627 Email: franco.pietracupa@aero.bombardier.com Challenger 604 CF34-3B CAE 6H MaxVue 3chCC 40x180 FAA D 1996 Challenger 605 CF34-3B CAE 6H MaxVue 3chCC 40x180 FAA D 2006 CRJ 100/200 CF34-3A1/-3B1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 1994 CRJ 700/900 CF34-8C1/CF34-8C5 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2000 Global Express RR BR700-710A2-20 CAE 6H MaxVue+ 5chCC 40x210 FAA D 2002 Bombardier Aerospace - USA, TX, DFW Tel: +1 469 791 6429 Email: dan.linn@aero.bombardier.com Challenger 300 AS907 NLX 6H ESIG 3350GT 3chCC 40x180 FAA D 2003 Challenger 604 CF34-3B CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 Learjet 31A TFE-731 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2000 Learjet 45 #1 TFE-731 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2000 Learjet 45 #2 TFE-731 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2000 Learjet 60 #2 PW305A CAE 6H MaxVue+ 3chCC 40x180 FAA D 2003 Learjet 60/60XR #1 PW305A CAE 6H MaxVue+ 3chCC 40x180 FAA D 2000 British Airways - UK, Heathrow Airport Tel: +44 (0)208 562 8787 Email: flight.training@ba.com

A319/A320/A321 #1 CFM56/V2500 Thales 6H ESIG 3350GT 3chCC 40x180 JAA D 1999 A319/A320/A321 #2 CFM56/V2500 Thales 6H ESIG 3350GT 3chCC 40x180 JAA D 2000 A319/A320/A321 #3 CFM45-V27/A5 CAE 6E Raster XT 5chCC 40x200 JAA D 2001 B737-300/400/500 #1 CFM56 Thales R 6H SP-X 500 3chCC 40x150 JAA C 1991 B737-300/400/500 #2 CFM56 Thales R 6H SP-X 500 3chCC 40x180 JAA C 1997 B747-400 #1 RR RB211 Thales R 6H SP-X 500 3chCC 40x150 JAA C 1988 B747-400 #2 RR RB211 Thales R 6H SP-X 500 3chCC 40x150 JAA C 1988 B747-400 #3 RR RB211/GE CF6 Thales R 6H SP-X 500 3chCC 40x150 JAA D 1994 B747-400 #4 RR RB211 Thales R 6H Raster XT 3chCC 40x180 JAA C 1997 B757-200 #1 RR RB211 CAE 6H SP1 3ch/4w 40x150 JAA C 1982 B757-200 #2 RR RB211 CAE 6H SP-X 500 3chCC 40x150 JAA C 1989 B767-200/300ER #1 RR RB211 CAE 6H SP-X 500 3chCC 40x150 JAA C 1991 B777-200/IGW/ER #1 RR 895/GE90/PW4096 CAE 6H ESIG 3350GT 3chCC 40x150 JAA D 1995 B777-200/IGW/ER #2 RR 895/GE90/PW4096 CAE 6H ESIG 3350GT 3chCC 40x180 JAA D 1998 B777-200/IGW/ER #3 RR 895/GE90/PW4096 CAE 6H ESIG 3350GT 3chCC 40x180 JAA D 2000 CAE - Belgium, Brussels Tel: +32 2 752 9444 Email: brussels-centre@cae.com

A300 B2/B4 GE CF6-50C2 CAE 6H Vital IV 3ch/4w 40x150 JAA C 2000 ATR 42/72 PW120/PW127F CAE 6H MaxVue 3chCC 40x180 FAA C (42), D (72) 2003 B737-300 EFIS CFM56-3B2 FSI 6H Vital IV 2w 40x60 JAA C 1990 B737NG CFM56-7B27 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2008 B757/B767 PW4060/GE CF60 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2001 C-130/L-100 Allison T501D22A BAE 6H Vital IV 3ch/4w 40x150 JAA B 1990 Do328TP PW119B Thales 6H SP3050 3chCC 40x150 JAA D 1998 CAE - Brazil, Sao Paulo Tel: +55 11 2462 3300 Email: saopaulo-centre@cae.com A320 V2500 CAE 6H MaxVue+ 3chCC 40x180 DAC D 2001 CAT MAGAZINE • ISSUE 4/2009

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Display System

Approval Level Initial Service & Authority Date

A320 IAE V2527-A5 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2008 A320-200 CFM56-5A CAE 6H MaxVue+ 3chCC 40x180 FAA D 1999 A330/A340 Trent CAE 6H MaxVue+ 3chCC 40x180 DAC D 2001 B737-700 CFM56-7B22 CAE 6H MaxVue+ 3chCC 40x180 DAC D 2001 B737NG CFM56-7B27 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2007 CAE - Canada, Montreal Tel: +1 514 341 6780 Email: montreal-centre@cae.com A310-200 JT9D CAE 6H Hivis IIA 5ch/6w 40x200 JAA C 1994 A330/A340 GE/PW/RR CAE 6H MaxVue+ 3chCC 40x180 TC D 2001 EMB 170/190 CF34-8E CAE 6E Tropos II Enhanced 3chCC 40x180 FAA D 2007 CAE - Canada, Toronto Tel: +1 905 672 8650 Email: toronto-centre@cae.com CRJ 200 GE CF34-3A1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 1998 CRJ 200/900 GE CF34-3B1 CAE 6H MaxVue A+ 3chCC 40x180 FAA D 2003 Dash 8-100/300 PW121 CAE 6H MaxVue+ 3chCC 40x180 TC D 2002 Do328TP PW 119B Thales 6H SP3050 3chCC 40x150 FAA D 2002 CAE - India, Bangalore Tel: +91 80 428 54005 Email: aviationtraining@cae.com

A320 CFM56-5B4/IAE V2527-A5 CAE 6E Tropos II 5chCC 40x200 FAA D 2008 B737NG CFM56B-27 CAE 6E Tropos II 5chCC 40x200 FAA D 2008 CAE - Netherlands, Amsterdam Tel: +31 23 567 1721 Email: amsterdam-centre@cae.com B737NG CFM56-7B24/CFM56-7B26 CAE 6H Tropos 5chCC 40x200 FAA D 2006 B737NG CFM56-7B24/CFM56-7B26 CAE 6H Tropos 5chCC 40x200 FAA D 2007 B737NG CFM56-7B26 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2000 B737NG CFM56-7B26/CFM56-7B27 CAE 6H Tropos 3chCC 40x180 JAA D 2000 Fokker 100 RR Tay 620/650 CAE 6H MaxVue+ 3chCC 40x180 DAC D 2001 Fokker 50 #1 PW125B CAE 6H Vital IV 3ch/4w 40x150 JAA C 1988 Fokker 50 #2 PW125B CAE 6H Vital VII 3chCC 40x150 JAA C 1991 Fokker 70/100 #1 RR Tay 620/650 CAE 6H Vital IV 5ch/6w 40x200 JAA C 1993 Fokker 70/100 #2 RR Tay 620/650 CAE 6H MaxVue 5chCC 40x150 JAA D 1995 CAE - Spain, Madrid Tel: +34 91 748 1160 Email: madrid-centre@cae.com A320 CFM56/V2500 CAE 6H MaxVue+ 3chCC 40x180 TC D 2001 A320 CFM56/V2500 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 A320 CFM56-5B Thales 6H Vital VII 3chCC 40x150 CAT 3 1990 A320 CFM56-5B4 Thales 6H ESIG 3chCC 40x180 JAA D 2000 A330/A340 CFM56-5C Thales 6H ESIG 3350 3chCC 40x180 Spain CAA D 1999 A330/A340 GW/PW/RR CAE 6H MaxVue+ 3chCC 40x180 TC D 2001 A340-300 CFM56-5C4 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 B747-200 PW JT9D Thales 6H SP1 3ch/4w 40x150 JAA C 1981 CRJ-200/700/900 CF34-3A/CF34-3B CAE 6H MaxVue+ 3chCC 40x180 JAA D 2001 CRJ-900 CF34-8C5/CF34-8C5A2 CAE 6E Tropos 6000 3chCC 40x180 FAA D 1995 Dash 8-300 PW123 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 MD-87/88 JT8D-217C CAE 6H Vital VII 3chCC 40x150 CAT 3 1990 CAE - UK, Burgess Hill Tel: +44 (0)1444 247535 Email: burgesshill-centre@cae.com

A320 CFM56-5B4/IAE V2527-A5 CAE 6H Tropos 5chCC 40x200 FAA D 2004 A320 CFM56-5B4/IAE V2527-A6 CAE 6H Tropos 5chCC 40x200 FAA D 2004 A320 CFM56-5B4 CAE 6H Tropos 3chCC 40x180 FAA D 2007 A320 CFM56-5B4 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2007 A340-600 RR Trent 556-61 CAE USA 6H MaxVue 3chCC 40x180 FAA D 2007 B747-400 PW 4056/GE CF6-80C2 Thales 6H SPX500 3chCC 40x180 TC D D 1989 Falcon 7X PW307A CAE 6H Tropos 3chCC 40x180 FAA D 2006 Falcon 900EX EASy/ TFE 731-60 CAE 6H Tropos 3chCC 40x180 FAA D 2006 2000EX EASy Global Express RR BR700-710A2-20 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 Phenom 100/300 PWC PW617F-E CAE 6E Tropos 6000 3chCC 40x180 FAA D 2009 Learjet 40/45 Honeywell TFE731-20 CAE 6E Tropos 3chCC 40x180 FAA D 2009 Citation Excel/XLS PWC 545C CAE 6E Tropos 3chCC 40x180 FAA D 2008 CAE - USA, AZ, Phoenix Tel: +1 480 727 1318 Email: phoenix-centre@cae.com

CRJ 200/700/900 CF34-3A1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2003 56

CAT MAGAZINE • ISSUE 4/2009

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

ERJ 145 RR AE 3007A CAE 6H MaxVue+ 3chCC 40x180 FAA D 2003 CAE - USA, CO, Denver Tel: +1 303 373 3210 Email: denver-centre@cae.com

A320 CFM56/V2500 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 CRJ-200 CF34-3A1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 CRJ-200/700 CF34-3A1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 CAE Center Brussels II (formerly Sabena) - Belgium, Brussels Airport Tel: +32 (2) 752 57 11 Email: brussels-centre@cae.com

A320 CFM56 Thales 6H ESIG 3350 3chCC 40x180 JAA D 1999 A320 CFM56/V2500 CAE 6E Tropos 3chCC 40x180 JAA D 2009 A330/A340 CFM56 Thales 6H ESIG 3350GT 3chCC 40x180 JAA D 1999 Avro RJ85 ALF-507 CAE USA (R) 6H ESIG 3350GT 3chCC 40x180 JAA D 1996 B737-300/400/500 CFM56 CAE 6H ESIG 3350GT 5ch/6w 40x200 JAA C 1989 B737-800/700 CFM56 Sim-Industries 6E EP-1000CT 3chCC 40x180 JAA D 2007 CAE SimuFlite - USA, TX, Dallas/Fort Worth Tel: +1 972 456 8000 Email: SimuFliteInfo@cae.com B737NG/BBJ CFM56-7B27 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 Beechjet 400A PW JT15D-5 CAE 6H Tropos 3chCC 40x180 FAA D 2005 Beechjet 400A PW JT15D-5 NLX 6H ESIG 3350 3chCC 40x180 FAA D 2001 Challenger 601 GE CF34-3A/3R CAE 6H MaxVue 3chCC 40x150 FAA D 1995 Citation Excel PW 545A CAE 6H MaxVue 3chCC 40x180 FAA D 2001 Citation I/SII PW JT15D-4 Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 Citation III/VI/VII TFE 731-4R-2S Thales S 6H MaxVue+ 3chCC 40x180 FAA C 2001 Citation Ultra/Bravo PW JT15D-5D CAE 6H MaxVue 3chCC 40x180 FAA D 2000 Citation V PW JT15D-5A SimuFlite 6H Vital IV 3ch/4w 40x150 FAA C 1993 Citation X RR CAE 6H Tropos 3chCC 40x180 FAA D 2004 Falcon 10 TFE 731-2-1C Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 Falcon 20 GE CF700-2D-2 Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 Falcon 2000 GE CFE 738-1-1B Thales/NLX 6H ESIG 3350 3chCC 40x180 FAA D 2003 Falcon 50 TFE 731-3-1C Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 Falcon 900/900EX TFE 731-60 Thales/NLX 6H ESIG 3350 3chCC 40x180 FAA D 2003 Global Express CAE 6H MaxVue+ 3chCC 40x180 FAA D 2009 Gulfstream II RR Spey MK 511-8 Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 Gulfstream III RR Spey MK 511-8 Thales S 6H Image IIIT 3ch/4w 40x150 FAA C 1984 Gulfstream IV RR Tay MK 611-8 CAE 6H MaxVue 3chCC 40x150 FAA D 1995 Gulfstream V RR RB 710-48 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2001 Hawker 700 TFE 731-3R-1H Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 Hawker 800/800XP TFE 731-5BR-1H CAE 6H Maxvue+ 3chCC 40x180 FAA D 2002 King Air 200 PW PT6A-42 TP Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 King Air 350 PW PT6A-60A TP NLX 6H ESIG 3350 3chCC 40x180 FAA D 2001 Learjet 24/25/C21 TFE 731-2-2B Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1985 Learjet 35/36 TFE 731-2-2B Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1984 Learjet 55 TFE 731-3A-2B Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1984 Phenom 100/300 PWC PW617F-E CAE 6E Tropos 6000 3chCC 40x180 FAA D 2008 Westwind I/II TFE 731-3-1G Thales S 6H MaxVue+ 3chCC 40x180 FAA C 1984

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The Netherlands Phone +31 183 562 522 Email: info@trcsimulators.com CAT MAGAZINE • ISSUE 4/2009

57

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

CAE SimuFlite NETC - USA, NJ, Morristown Tel: +1 973 581 7400 Email: SimuFliteInfo@cae.com Challenger 300 HTF 7000 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2008 Citation CJ3 Williams FJ44-3A NLX 6H ESIG 3350 3chCC 40x180 FAA D 2002 Citation CJ3 Williams FJ44-3A CAE 6E Tropos 6000 3chCC 40x180 FAA D 2009 Falcon 50 EX Honeywell TFE731-40 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2010 Falcon 7X PW 307A CAE 6H Tropos 3chCC 40x180 FAA D 2006 Falcon 900EX EASy/ CAE 6H Tropos 5chCC 40x200 FAA D 2006 2000EX EASy Gulfstream 200 RR Spey 511 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2009 Gulfstream 450/550 RR Spey 611 CAE 6H Tropos 5chCC 40x200 FAA D 2008 Gulfstream IV RR Tay MK 311-8 CAE 6H MaxVue 3chCC 40x160 FAA D 2000 Hawker 800/1000 PW304 BAE 6H SPX250 3chCC 40x150 FAA C 1994 Hawker 800XPi PW304 CAE 6H Tropos 6000 5chCC 40x200 FAA D 2008 S-76C+ Turbo Meca Arriel 2S1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 CAE/Aeroflot - Russia, Moscow Tel: +7 495 5787942 Email: vshishkin@aeroflot.ru A320-200 CFM56-5B4/IAE V2527-A5 CAE 6H Tropos 3chCC 40x180 UK CAA D 2004 CAE/Air Canada - Canada, Vancouver Tel: +1 905 972 8650 Email: vancouver-centre@cae.com

Dash 8-100/300 PW 121 CAE 6H MaxVue+ 3chCC 40x180 TC D 2003 CAE/AirAsia - Malaysia, Kuala Lumpur Tel: +60 3 8777 8060/47 Email: aviationtraining@cae.com A320 PW 4168A CAE 6E Tropos 6000 3chCC 40x180 FAA D 2008 A320 IAE 2527/CFM56 CAE 6H ESIG 3350 3chCC 40x180 FAA D 1999 A330 PW 4168A CAE 6E Tropos 6000 5chCC 40x200 FAA D 2008 B737-400 CFM56-3 Thales 6H Image IV-500 3chCC 40x150 JAA C 1995 CAE/Airbus - USA, FL, Miami Tel: +1 303 373 3210 Email: miami-centre@cae.com A320-200 CFM56-5B4/IAE V2527-A5 CAE 6H ESIG 3350 3chCC 40x180 FAA/JAA D 1999 A320-200 CFM56-5B4/IAE V2527-A5 CAE 6H ESIG 3350 3chCC 40x180 FAA/JAA D 2001 CAE/Alitalia - Italy, Rome Tel: +39 06 6563 8061 Email: aviationtraining@cae.com

A320 CFM56-5B4 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 B767-300ER CF680C2-B6F CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 B777-200 GE90-94B CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 CAE/Emirates - India, Bangalore Tel: +91 80 428 54005 Email: aviationtraining@cae.com

A320 CFM56-5B4/IAE V2527-A5 CAE 6E Tropos 6000 5chCC 40x200 FAA D 2010 CAE/Emirates - UAE, Dubai Tel: +971 4 286 9119 Email: dubai-centre@cae.com A318/ACJ/A320/A321 CFM56-5B4/IAE V2527-A5 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2003 A320 CFM56-5B4/IAE V2527-A6 CAE 6H Tropos 3chCC 40x180 JAA D 2006 A330/A340 RR Trent CAE 6H MaxVue+ 3chCC 40x180 JAA D 2003 B737 NG/BBJ CFM56-7B27 CAE 6H Tropos 3chCC 40x180 JAA/FAA D 2005 B737 NG/BBJ CFM56-7B26 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 B777 GE90-94B/RR Trent 892 CAE 6H Tropos 3chCC 40x180 FAA D 2006 Bell 412/212 PWC PT6T-3BE CAE 6H Tropos 3chCC 40x180 FAA D 2005 Global Express TFE731-5BR-1H CAE 6H Tropos 6000 5chCC 40x200 FAA D 2009 Gulfstream IV/ RR Tay 611 CAE 6H Tropos 3chCC 40x180 FAA D 2003 G300/G400 Gulfstream V/G550 RR Tay 611 CAE 6H Tropos 3chCC 40x180 FAA D 2003 Hawker 800/800XP Honeywell (Allied Signals) CAE 6H Tropos 3chCC 40x180 JAA D 2003 Hawker 800XPi RR BR710A2-20 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2009 CAE/Horizon Air - USA, WA, Seattle Tel: Email: seattle-centre@cae.com CRJ 700 CF34-8C1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2001 CAE/Lan - Chile, Santiago Tel: +56 2 601 1500 Email: santiago-centre@cae.com

A320 CFM56 CAE 6H Tropos 6000 3chCC 40x180 DGAC D 2007 A320-200 V2500 CAE 6H MaxVue+ 3chCC 40x180 DGAC D 1999 B737-200 JT8D Thales 6H SPX 550HT 3ch 40x150 DGAC C 1981 B767-300ER CF680C2-B6F Thales 6H SPX 550HT 3chCC 40x180 DGAC D 1992 58

CAT MAGAZINE • ISSUE 4/2009

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

CAE/Singapore Airline - Singapore, Singapore Tel: +65 6546 8320 Email: a320cae@singnet.com.sg A320 CFM56 CAE 6E Tropos 6000 3chCC 40x180 FAA D 2008 CAE/US Airways - USA, NC, Charlotte Tel: +1 303 373 3210 Email: charlotte-centre@cae.com CRJ-200 GE CF34-3B1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2000 CRJ-200/700 GE CF34-3A1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2002 Capital Training Center - USA, FL, Sanford Tel: +1 407 585 4336 Email: ganselmi@capitalcargo.com B727-200 JT8D-15 CAE 6H SP-1 3chCC 40x180 FAA C 2004 B727-200 JT8D-15 CAE 6H SP-3 3chCC 40x180 FAA D 2004 Cargolux Airlines International - Luxembourg, Luxembourg Airport Tel: +352 4211 3754 Email: francis.ruppert@cargolux.com B747-400F RR RB211/GE CF6 CAE 6H MaxVue+ 5chCC 40x200 JAA D 2000 B747-8F GEnx-2B67 CAE 6E Tropos 6400 5chCC 40x200 JAA D 2010 Cathay Pacific Airways - Hong Kong, Hong Kong Tel: +852 2747 8540 Email: william_lam@cathaypacific.com A330/A340 RR Trent/CFM56 CAE 6H SP-X 550HT 3chCC 40x150 CAAC D 1994 A330/A340 RR Trent/CFM56 CAE 6H MaxVue A+ 3chCC 40x180 CAAC D 1997 B747-200 RR RB211 Link/CAE 6H SP-X 200HT 3ch/4w 40x150 CAAC D 1981 B747-400 RR RB211 CAE 6H SP-X 500HT 3chCC 40x150 CAAC D 1994 B747-400 RR RB211 Thales R 6H SP-X 500HT 3chCC 40x150 CAAC D 1989 B747-400 RR RB211 Thales R 6H SP-X 500HT 3chCC 40x150 CAAC D 1991 B777-200/300 RR Trent CAE 6H Tropos IIe 3chCC 40x200 CAAC D 1995 B777-300ER GE90 CAE 6E Tropos IIe 3chCC 40x200 CAAC D 2007 China Airlines - Taiwan, Taipei Tel: +886 2 251 46075 Email: tedwu@china-airlines.com

A300-600R PW4158 CAE 6H MaxVue+ 3chCC 40x150 CAA D 1997 A330/A340 A340 - CFM56-5C4/ CAE 6H MaxVue+ 5chCC 40x200 CAA D 2001

A330 - RR Trent 772 A330-200 CF6-80E1A4 CAE 6H Tropos 5chCC 40x200 CAA D 2005 B737-800NG CFM56-7B CAE 6H MaxVue+ 3chCC 40x150 CAA D 2000 B747-400F CF6-80C2-B1F CAE 6H MaxVue+ 5chCC 40x200 CAA D 2002 B747-400P PW4056 CAE 6H Tropos 3chCC 40x150 CAA D 1989 Cityline AVRO Simulator & Training GmbH - Germany, Berlin Tel: +49 30 8875 5767 Email: herbert.bernard@cstberlin.de Avro RJ100 LF-507 CAE USA (R) 6H Tropos 6000 3chCC 40x180 JAA/FAA D 1996 Cityline Canadair Simulator & Training GmbH - Germany, Berlin Tel: +49 30 8875 5767 Email: herbert.bernard@cstberlin.de CRJ 100/200 #1 CF34-3A CAE 6H Tropos 6000 3chCC 40x150 JAA/FAA D 1992 CRJ 100/200 #2 CF34-3A CAE 6H Tropos 6000 3chCC 40x180 JAA/FAA D 1996 CRJ 700/900 CF34-8C CAE 6H Tropos 6000 3chCC 40x180 JAA/FAA D 2001 Clark Aviation - Philippines, Clark Tel: +63 (45) 599 7435 Email: info@alphagroupclark.aero A320 CFM56-5B4/ CAE 6E Maxvue+ 3chCC 40x150 CAA D 2007

IAE V2527-45 Comair - South Africa, Johannesburg Tel: +2711 9210418 Email: simulator@comair.co.za B737-236 PW JT8D-15 Thales R 6H SP1 3ch/4w 40x150 CAA C 2001 B737-300/400/500 CFM56 CAE 6H SP-X 550 3chCC 40x150 CAA D 2004 Continental Airlines - USA, TX, Houston Tel: +1 281 553 8746 B737-300 CFM56 Thales R 6H Vital 4 3chCC 40x180 FAA C 1989 B737-500 CFM56 Thales 6H MaxVue+ 3chCC 40x180 FAA D 1994 B737-800 CFM56 CAE 6H MaxVue+ 3chCC 40x180 FAA D 1998 B737-800 CFM56 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2008 B737-800 CFM56 CAE 6E EP-1000 LCOS 3chCC 40x180 FAA D 2009 B737-800 CFM56 CAE 6E EP-1000 LCOS 3chCC 40x180 FAA D 2009 B757-200 RR RB211 Thales 6H MaxVue+ 3chCC 40x150 FAA D 1995 B777-200 PW4082 CAE 6H EP-1000 LCOS 3chCC 40x180 FAA D 1998 ERJ 145 AE3007 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2000 ERJ 145 AE3007 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2001 ERJ 145 AE3007 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2003 CAT MAGAZINE • ISSUE 4/2009

59

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

CTC Aviation Services - UK, Southampton Tel: +44 (0)2380 737567 Email: darren.lee@ctcaviation.com A320-200 CFM56 Thales R 6H Raster XT 3chCC 40x180 JAR B 1988 A320-200 CFM56/V2500 Thales 6H SP1-T 5ch/6w 40x150 JAA C 1989 Czech Airlines - Czech Republic, Prague Tel: +420 220 111 167 Email: milos.kvapil@csa.cz A320 CFM56-5B4/ Thales 6H EP-1000CT 3chCC 40x150 JAA D 2007

IAE V2527 B737-400/500 CFM56-3C1 CAE 6H MaxVue+ 3chCC 40x150 JAA C 2000 Delta Air Lines - USA, GA, Atlanta Tel: +1 404 715 0834 Email: dal.contracttrng@delta.com

B737-200 JT8D-15 CAE 6H SPX-550 3chCC 40x180 FAA D 1999 B737-800 CFM56 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 B737-800 CFM56 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2000 B737-800 CFM56 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2000 B757-200 PW2037 Link/CAE 6H ESIG 3350GT 3chCC 40x150 FAA C 1984 B757-200 PW2037 Link/CAE 6H ESIG 3350GT 3chCC 40x150 FAA C 1989 B757-200 PW2037 Thales R 6H SP-X 550 3chCC 40x150 FAA D 1992 B767-200 CF6 Link/CAE 6H ESIG 3350GT 3chCC 40x150 FAA C 1983 B767-300ER CF6/PW4060 CAE 6H ESIG 3350GT 3chCC 40x150 FAA D 1991 B767-300ER CF6/PW4060 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 B767-300ER CF6/PW4060 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2001 B767-400 CF6/PW4060 CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 2000 B777-200 RR 892 Trent CAE 6H ESIG 3350GT 3chCC 40x180 FAA D 1999 B777-200LR GE90-110B1L2 CAE 6E EP1000 5chCC 40x200 FAA D 2008 L1011-250 RR RB211 Link/ARI 6H SP-X 250 3ch/4w 40x150 FAA C 1973 MD11 PW4462 CAE 6H SP-X 550 3chCC 40x180 FAA D 1991 MD11 PW4462/CF6 Thales R 6H SP-X 550 3chCC 40x150 FAA C 1992 MD88 JT8D-219 Link/BSC 6H SP-X 550 3chCC 40x150 FAA D 1988 MD88 JT8D-219 Link 6H SP-X 550 3chCC 40x150 FAA C 1990 MD88 JT8D-219 CAE 6H SP-X 550 3chCC 40x150 FAA D 1992 MD88 JT8D-219 CAE 6H SP-X 550 3chCC 40x150 FAA D 1992 MD90-30 V2500 CAE 6H SP-X 550 3chCC 40x150 FAA D 1995 Delta-MSP Airport - USA, MN, Minneapolis Tel: Email: randy.haar@nwa.com A320-211 CFM56-5-A1 Thales S/NWA 6H SP-X 250 3ch/4w 40x150 FAA C 1997 A320-211 CFM56-5-A1 Thales S/NWA 6H SP-X 250 3chCC 40x150 FAA C 1991 A320-211 CFM56-5-A1 Thales T 6H SP-X 500 3chCC 40x150 FAA D 1990 A320-211 CFM56-5-A1 CAE 6H ESIG 3350 3chCC 40x150 FAA D 1998 A330-223 PW4168A Thales 6H ESIG 3350 3chCC 40x150 FAA D 2003 B747-251 JT9D-7Q/F Link 6H SP1 3ch/4w 40x150 FAA C 1983 B747-251 JT9D-7R/G Thales S/NWA 6H SP-X 250 3chCC 40x150 FAA C 1990 B747-451 PW4056 Thales S/NWA 6H SP-X 250 3chCC 40x150 FAA C 1990 B747-451 PW4056 CAE 6H SP-X 500 3chCC 40x150 FAA D 1989 B757-251 PW2037 Thales S 6H SP-X 500 3ch/4w 40x150 FAA D 1985 B757-251 PW2037 Thales S/NWA 6H SP-X 500 3chCC 40x150 FAA C 1990 B757-251 PW2037/RB211 CAE 6H SP-X 250 3ch/4w 40x150 FAA C 1990 B787-8 RR Trent 1000A Thales 6H EP-1000/LCos 3chCC 40x180 FAA D 2009 DC9-30 JT8D-7/9A CAE 6H SP-X 500 3ch/4w 40x150 FAA B 1975 DC9-30 JT8D-9A CAE 6H ESIG 3350 3ch/4w 40x150 FAA C 1983 DC9-30 JT8D-15,7,9 Thales S 6H ESIG 3350 3chCC 40x150 FAA D 1990 DC9-30 JT8D-15,7,9 Thales S 6H SP-X 500 3chCC 40x150 FAA D 1990 Dragonair - Hong Kong, Hong Kong Tel: +852 3193 3200 Email: william_lam@cathaypacific.com A320 V2500/CFM CAE 6H MaxVue+ 3chCC 40x180 CAAC D 1999 A330/A340 RR/GE CAE 6H MaxVue+ 3chCC 40x180 CAAC D 2001 EgyptAir - Egypt, Cairo Tel: +202 2696 3842 Email: trainingcenter@egyptair.com

A320 CFM56-5B4/ Thales 6H ESIG 3800GT 3chCC 40x180 JAA D 2001

IAE V2527-A5 A330/A340 PW4060/GE90 Thales 6H ESIG 3800 3chCC 40x200 JAA D 2005 B737-800 CFM24k/26k/27k FSI 6E Vital 10 3chCC 40x200 JAA D 2009 B777 PW4090/GE90 Thales 6H ESIG 3800GT 3chCC 40x180 JAA D 2003 60

CAT MAGAZINE • ISSUE 4/2009

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Embraer - Brazil, San Jose dos Campos Tel: +55 12 3927 7541 Email: pimentel@embraer.com.br

EMB 120 PW118 Thales R 6H Vital 4 2ch 40x60 CAA B 1990 Emirates - United Arab Emirates, Dubai Tel: +971 4 2188567 Email: forterry@emirates.com A300/A310-300/600 CF6 CAE 6H MaxVue+ 3chCC 40x150 CAA C 1995 A330/A340 RR Trent CAE 6H EP-1000CT 3chCC 40x150 CAA D 2000 A330-202 RR Trent CAE 6H EP-1000CT 3chCC 40x150 CAA D 2000 A380 RR Trent 900 CAE 6H EP-1000CT 3chCC 40x150 CAA D 2008 A380 RR Trent 900 CAE 6H EP-1000CT 3chCC 40x150 CAA D 2008 B777-200 RR Trent CAE 6H EP-1000CT 3chCC 40x150 CAA D 1995 B777-300 RR Trent CAE 6H MaxVue+ 3chCC 40x150 CAA D 2003 B777-300ER GE115 CAE 6H EP-1000CT 3chCC 40x150 CAA D 2007 B777-300ER GE115 CAE 6H EP-1000CT 3chCC 40x150 CAA D 2008 EPA Civil Aviation Training Center - Brazil, Curitiba Tel: +55 41 3356 3636 Email: ctreinamento@epa-pr.com.br EMB 120 PW118 Thales R 6H Vital 4 2ch 40x60 ANAC B 1990 Ethiopian Airlines - Ethiopia, Addis Ababa Tel: +251 161 22 22

B707/B720 JT3D-3 Link 3 H NVS 2ch 40x60 JAA A 1967 B757/B767 CF6 Thales R 6H SP-X 550 3chCC 40x180 JAA D 1993 Etihad Airways - United Arab Emirates, Abu Dhabi Tel: +971 (0) 2 505 8000 Email: pmitchell@etihad.ae A320-200 IAE V2527-A5 CAE 6E Tropos 5chCC 40x200 JAA D 2008 A330-200/A340-300 RR Trent 772B-60/ CAE 6H Tropos 5chCC 40x200 JAA D 2007

PW 4168A/CFM56-5C4 A330-200/A340-600 RR Trent 772B-60/ CAE 6H Tropos 5chCC 40x200 JAA D 2007

GE CF6-80E1A4/

RR Trent 556-61 B777 GE90-115BL2 CAE 6E Tropos 5chCC 40x200 JAA D 2009

The best Sea Survival/Ditching training you can get ... ... with Condor in co-operation with the German Navy.

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For details and booking instructions please visit us at: www.joint-training.condor.de ---> (Quick links) Sea Survival training

CAT MAGAZINE • ISSUE 4/2009

61

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

European Skybus Flight Training Centre - UK, Bournemouth Airport Tel: +44 (0)1202 581111 Email: sales@european-simulators.com B727-200 JT8D-15 Thales R 6H SP1 3ch/4w 40x150 Not UK qualified 1979 B737-200 JT8D-15A Thales R 6H SP1-T 3ch/4w 40x150 JAR-FSTDA C 1988 B747-200 Combi RR RB211 CAE 6H SP-X 500 3ch/4w 40x150 JAR-FSTDA C 1989 BAC1-11 400/500 RR Spey Thales R 3H NVS 2w 40x60 Not UK qualified 1973 Sikorsky S61N CT-58 Thales R 6H EP-1000 2w 40x60 JAR-FSTDH C 1978 EVA Airways - Taiwan, Taoyuan Tel: +886 3 3516551 Email: sts@evaair.com A330-200 CF6 80E1A4 CAE 6H Tropos R300 3chCC 40x150 CAA D 2003 B747-400 CF6 80C2-B1F Thales 6H Tropos R300 3chCC 40x150 CAA/CAAC D 1993 B777-300ER GE-90-115B CAE 6H Tropos R300 3chCC 40x180 CAA D 2006 MD11 CF6 80C2-D1F/ Thales 6H Tropos R300 3chCC 40x150 CAA/CAAC D 1994

PW4460 FAA Academy - USA, OK, Oklahoma City Tel: +1 405 954 4562 B737-800 CFM56 CAE 6H SP9 3chCC 40x180 FAA D 2004 FAC - Flex Aviation Center (formerly VARIG) - Brazil, Rio de Janeiro Tel: +55 21 3717 0366 / 0354 Email: comercial.fac@flexaviationcenter.com B707-321B JT3D-3 Thales R 3H Novoview 2500 2ch 40x60 FAA A 1977 B727-247 JT8D-15/15A Thales R 6H SP-1 3ch 40x150 CAA C 2006 B737-200 JT8D-17 Thales R 3H SP1-T 2ch 40x60 FAA A 1976 B737-300 CFM56 Thales R 6H SP3-T 3ch 40x150 FAA C 1988 B767-200 CF6 Thales R 6H SP3-T 3ch 40x150 FAA C 1987 Federal Express Corporation - USA, AK, Anchorage Tel: +1 901 397 9758 Email: mdjackson5@fedex.com

MD11 CF6 CAE 6H EP-1000 3chCC 40x150 FAA D 1997 Federal Express Corporation - USA, TN, Memphis Tel: +1 901 397 9758 Email: mdjackson5@fedex.com

A300-600F CF6 CAE 6H EP-1000 3chCC 40x150 FAA D 1993 A300-600F CF6 Thales 6H EP-1000 3chCC 40x150 FAA D 1999 A310-200 CF6 CAE 6H EP-1000 3chCC 40x150 FAA C 1994 A310-300 PW4000 CAE 6H EP-1000 3chCC 40x180 FAA C 2006 B727-200 JT8D CAE 6H EP-1000 3ch/4w 40x150 FAA C 2006 B727-2S2F JT8D-17 Thales R 6H SP-X 550 3chCC 40x150 FAA D 1987 B757-200 RB211 CAE 6H EP-1000 5chCC 40x200 FAA D 2008 B757-200 RB211 CAE 6H EP-1000 5chCC 40x200 FAA D 2008 B777F GE90 CAE 6H EP-1000 5chCC 40x200 FAA D 2008 B777F GE90 CAE 6H EP-1000 5chCC 40x200 FAA D 2009 DC10-10F CF6 Thales S 6H SP1 3ch/4w 40x150 FAA PII 1983 MD10 CF6 CAE 6H EP-1000 3chCC 40x180 FAA C 2000 MD10 CF6 CAE 6H EP-1000 3chCC 40x180 FAA C 2000 MD11 CF6 CAE 6H EP-1000 3chCC 40x150 FAA D 1991 MD11 CF6 CAE 6H EP-1000 3chCC 40x180 FAA D 1999 MD11 CF6 CAE 6H EP-1000 3chCC 40x180 FAA D 2002 MD11 CF6 CAE 6H EP-1000 3chCC 40x180 FAA D 2006 Finnair Flight Training Centre - Finland, Helsinki Tel: +358 9 8184611 Email: flight.training@finnair.com

A320-200 CFM56/IAE 2527 CAE 6H Tropos 5chCC 40x200 JAA D 1999 ATR 42/72 PW120/PW124 Thales R 6H EP-1000CT 3ch/4w 40x150 JAA C 1986 B757-200 RR RB211/ Thales R 6H EP-1000CT 3chCC 40x150 JAA C 1991

PW2040 BE 300 PT6A FSI 6H Vital 4 3ch/4w 40x150 JAA C 1991 DC9-50 JT8D-17 Link 3H NVS 2ch 40x60 JAA A 1972 EMB170 CF34-8E5 CAE 6H Tropos 3chCC 40x180 JAA D 2006 MD11 CF6/PW4362 CAE 6H Vital 7 5chCC 40x200 JAA D 1990 Finnish Aviation Academy - Finland, Helsinki Tel: +358 2 6301 746 Email: info@finaa.fi BE 300 PT6A FSI 6H Vital 4 3ch/4w 40x150 JAA C 1991 FlightSafety International Montreal Learning Center - Canada, Montreal Tel: +1 514 631 2084 Challenger 600/601 #1 ALF-502L FSI 6H Vital 7 3chCC 40x150 FAA C 1987 Challenger 601 #3 GE CF-34-3R FSI 6E Vital 9 3chCC 40x180 FAA D 2009 62

CAT MAGAZINE • ISSUE 4/2009

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

FlightSafety International Toronto Learning Center - Canada, Toronto Tel: +1 416 638 9313 Beech 1900D #4 PW PT6A-67D FSI 6H Vital 8 3chCC 40x180 FAA D CRJ 900 GE CF-34-8C5 FSI 6E Vital 9 3chCC 40x180 FAA D Dash 7 #1 PW PT6A-50 FSI 4H Vital 8 3ch/4w 40x150 FAA B Dash 8 #2 PW123E FSI 6H Vital 8 3ch/4w 40x150 FAA C Dash 8 #9 PW120 FSI 6E Vital 9 3chCC 40x180 FAA D Dash 8 400 #1 PW150A FSI 6H Vital 8 3chCC 40x180 FAA D Twin Otter #1 PPW PT6A-27 FSI 4H Vital 8 2w 40x60 FAA B FlightSafety International Le Bourget Learning Center - France, Le Bourget Tel: +33 1 49 92 1919 Beech KA 200 #1 PW PT6A-41 FSI 4H SP1 2w 40x60 FAA B Citation V/II #1 JT15D-5A FSI 6H Vital 7 3ch 40x150 FAA C Dash 8 #6 PW120 FSI 6H Vital 8 3chCC 40x165 FAA D Embraer 120 #4 PW118 FSI 6H Vital 8 3ch/4w 40x150 FAA C Embraer 170/190 #1 GE CF-34-8E5 FSI 6E Vital 9 3chCC 40x180 FAA D ERJ 145 #12 AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D ERJ 145 #14 AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D ERJ 145 #3 AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D Falcon 10 #2 TFE731-2 Thales (S) 3H SP1 2w 40x60 FAA A Falcon 20 #1 GE CF700-2D-2 FSI 6H Vital 7 3ch/4w 40x150 FAA C Falcon 2000 #2 CFE738-1-1B FSI 6H Vital 8 3chCC 40x180 FAA D Falcon 2000EX/ TFE731-60 FSI 6E Vital 9 3chCC 40x180 FAA D 900EX EASy #2 Falcon 50 #1 TFE731-3-1C FSI 6H Vital 8 3chCC 40x180 FAA C Falcon 900 #2 TFE731-5AR FSI 6H Vital 8 3chCC 40x180 FAA C Fokker 100 #2 Tay MK 650-15 FSI 6H Vital 7 3chCC 40x150 FAA C FlightSafety International Japan - Japan, Tokyo Tel: +81 (03) 5708 7551 Dash 8 100/200/300 PW 120A/ PW 123 FSI 6E Vital 9 3chCC 40x180 JCAB D FlightSafety International Farnborough Learning Centre - UK, Farnborough Tel: +44 (0)1252 554500 Beech 1900D #5 PW PT6A-67D FSI 6H Vital 9 3chCC 40x180 FAA/UK CAA D Beech KA 200 #7 PWC PT6A-42 FSI 6H Vital 8 3chCC 40x180 FAA/UK CAA D Citation Bravo #2 PW 530A Turbofan FSI 6H Vital 8 3chCC 40x180 UK CAA C Citation CJ2 #2 FJ-44-2C FSI 6H Vital 9 3chCC 40x180 FAA/UK CAA D Citation Excel #1 PW 545A FSI 6H Vital 9 3chCC 40x180 FAA/UK CAA D Citation Mustang #3 PW 615F FSI 6E Vital 9 3chCC 40x180 FAA/UK CAA D Citation Sovereign #5 PW 306C FSI 6E Vital X 3chCC 40x180 FAA/UK CAA D Dash 8 400 #3 PW 150A FSI 6E Vital 9 3chCC 40x180 UK CAA D Dash 8 400 #4 PW 150A FSI 6E Vital 9 3chCC 40x180 FAA/UK CAA D Gulfstream G550/ RR Tay MK 611-8C FSI 6H Vital 3chCC 40x150 UK CAA/FAA D G450 Convertible #2 Gulfstream IV #3 RR Tay MK 611-8 FSI 6H Vital 9 3chCC 40x150 FAA/UK CAA D Hawker 400XP #1 PW JT15D-5 FSI 6E Vital 9 3chCC 40x180 FAA/UK CAA D Hawker 750 #2 Garrett TFE731-5BR-1H FSI 6E Vital 9 3chCC 40x180 FAA/UK CAA D Hawker 800XP #7 Garrett TFE731-5BR FSI 6H Vital 9 3chCC 40x180 FAA/UK CAA D Hawker 850XP #1 Garrett TFE731-5BR FSI 6H Vital 9 3chCC 40x180 FAA/UK CAA D Saab SF-340 #5 GE CT7-9 FSI 6H Vital 8 3chCC 40x180 UK CAA D Sikorsky S-92 #2 GE CT7-8A FSI 6E Vital 9 5chCC 40x200 FAA/UK CAA D FlightSafety International Daleville Learning Center - USA, AL, Daleville Tel: +1 334 598 4485 Beech C-12 #1 PT6A FSI 6H Vital 4 2w 40x60 FAA A Beech C-12 #2 PT6A FSI 6H Vital 8 3chCC 40x180 FAA C Beech C-12D #3 PT6A FSI 6H Vital 7 3chCC 40x150 FAA C Beech C-12D #4 PT6A FSI 6H Vital 8 3chCC 40x150 FAA C Beech C-12D #5 PT6A FSI 6H Vital 9 3chCC 40x180 FAA B Beech KA 200/C12/ PT6A FSI 6H Vital 4 5ch/6w 40x150 FAA C UC12B #1 Sikorsky S-70 #2 GE T700-GE-701C FSI DRI Vital 9 5chCC 60x200 FAA D FlightSafety International Tucson Learning Center - USA, AZ, Tucson Tel: +1 520 918 7100 / 800 203 5627 Challenger 601 #1 GE CF-34-3R FSI 6H Vital 8 3chCC 40x180 FAA D

2000 2008 1991 1989 2009 2003 1993

1999 1998 2008 1991 2007 2001 2003 2000 1999 1999 1998 2007 1992 1999 1995

2008

2005 2006 2005 2006 2006 2008 2007 2006 2007 2007 2005 2006 2009 2006 2007 2005 2007

1985 1992 1994 2000 2004 1986 2003

2008

CAT MAGAZINE • ISSUE 4/2009

63

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Challenger 604 #1 GE CF-34-3B FSI 6H Vital 8 3chCC 40x180 FAA D Learjet 25D #1 GE CJ610-6 FSI 4H Vital 4 2w 40x60 FAA A Learjet 31A #1 Garrett TFE731-2-3B FSI 6H Vital 9 3ch/4w 40x150 FAA D Learjet 35 #4 Garrett TFE731-2-2B FSI 4H Vital 8 2w 40x60 FAA B Learjet 35 #5 Garrett TFE731-2-2B FSI 6H Vital 8 3ch/4w 40x150 FAA C Learjet 45 #1 Garrett TFE731-20BR FSI 6H Vital 8 3chCC 40x180 FAA D Learjet 55 #1 Garrett TFE731-3AR-2B FSI 4H Vital 4 2w 40x60 FAA B Learjet 60 #1 PW305 FSI 6H Vital 7 3ch/4w 40x150 FAA D Learjet 60 #2 PW305 FSI 6H Vital 8+ 3chCC 40x180 FAA D FlightSafety International Long Beach Learning Center - USA, CA, Long Beach Tel: +1 562 938 0100 / 800 487 7670 Beech KA 200 #6 PW PT6A FSI 6H Vital 7 3chCC 40x150 FAA D Beech KA 300 #1 PW PT6A-60A FSI 6H Vital 4 3ch/4w 40x150 FAA C Citation II/I #2 PW JT15D-1A FSI 6H Vital 8 3chCC 40x150 FAA C Citation V #1 PW JT15D-5A FSI 6H Vital 9 3ch/4w 40x150 FAA C EMB 120 #2 PW118 FSI 6H Vital 4 3ch/4w 40x150 FAA C Gulfstream G550/ RR Tay MK 611-8C FSI 6E Vital 9 3chCC 40x180 FAA D G450 Convertible #1 Gulfstream II #2 RR Spey 511-8 FSI 6H Vital 8+ 3ch/4w 40x150 FAA C Gulfstream III #2 RR Spey 511-8 FSI 6H Vital 9 3chCC 40x180 FAA C Gulfstream IV #1 RR 611-8 FSI 6H Vital 9 3chCC 40x180 FAA D FlightSafety International Wilmington Learning Center - USA, DE, New Castle Tel: +1 302 221 5100 / 800 733 7548 Challenger 300 #1 Honeywell HTF-7000 FSI 6H Vital 9 3chCC 40x180 FAA D Challenger 604 #2 GE CF-34-3B FSI 6H Vital 8 3chCC 40x180 FAA D Falcon 50 #3 Garrett TFE731-3-1C FSI 6H Vital 8 3chCC 40x180 FAA C Falcon 900 #1 Garrett TFE731-5BR FSI 6H Vital 8 3chCC 40x160 FAA C Global Express #1 RR BR 700-710-A2-20 FSI 6H Vital 9 3chCC 40x180 FAA D Gulfstream 200 #4 PW 306A FSI 6E Vital X 3chCC 40x180 FAA D Gulfstream G550 #3 RR BR 710-C4-11 FSI 6E Vital 9 3chCC 40x180 FAA D Gulfstream IV #5 RR Tay MK 611-8 FSI 6H Vital 8 3chCC 40x180 FAA D Gulfstream V #3 RR BR 710-48 FSI 6H Vital 9 3chCC 40x180 FAA D Hawker 800XP #2 Garrett TFE731-5BR FSI 6H Vital 8 3chCC 40x180 FAA D Hawker 800XP #5 Garrett TFE731-5BR-1H FSI 6H Vital 9 3chCC 40x180 FAA D Hawker Beechcraft Williams FJ-44-2A FSI 6E Vital 9 3chCC 40x180 FAA D Premier #2 Hawker HS125-700 #2 Garrett TFE731-3-1H FSI 6H Vital 8 3chCC 40x180 FAA C Westwind Astra SP #1 Garrett TFE731-3 FSI 6H Vital 4 3ch/4w 40x150 FAA C Westwind II #1 Garrett TFE731-1100G FSI 6H Vital 7 3ch/4w 40x150 FAA C FlightSafety International Lakeland Learning Center - USA, FL, Lakeland Tel: +1 863 646 5037 / 800 726 5037 Beech C-90B #2 PW PT6A-21 FSI 4H Vital 4 3ch/4w 40x150 FAA B Beech KA 200 #5 PW PT6A-42 FSI 4H Vital 4 2w 40x60 FAA B Piper Cheyenne I/II #1 PT6 FSI 4H SP1 2w 40x60 FAA B Piper Cheyenne I/II #2 PT6 FSI 4H SP1 2w 40x60 FAA B Piper Cheyenne III #1 PT6A-41 FSI 4H SP1 2w 40x60 FAA B FlightSafety International Orlando Learning Center - USA, FL, Orlando Tel: +1 321 281 3200 / 800 205 7494 Beech 1900D #3 PW PT6A-67D FSI 6H Vital 8 3chCC 40x180 FAA D Citation Bravo #3 PW 530A Turbofan FSI 6H Vital 9 3chCC 40x180 FAA D Citation CJ2 #4 Williams FJ-44-2C FSI 6H Vital X 3chCC 40x180 FAA D Citation CJ3 #2 Williams FJ-44-3A FSI 6E Vital 9 3chCC 40x180 FAA D Citation Encore UC-35B #1 PW 535A FSI 6H Vital 9 3chCC 40x150 FAA D Citation Excel #5 PW 545A FSI 6H Vital 9 3chCC 40x180 FAA D Citation Mustang #4 PW 615F FSI 6E Vital X 3chCC 40x180 FAA D Citation Sovereign #2 PW 306C FSI 6E Vital 9 3chCC 40x180 FAA D Citation Sovereign #4 PW 300 FSI 6E Vital 9 3chCC 40x180 FAA D Citation X #1 Allison AE3007C FSI 6H Vital 9 3chCC 40x180 FAA D Citation XLS #3 PW 545B FSI 6E Vital 9 3chCC 40x180 FAA D ERJ 145 #1 Allison AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D FlightSafety International Vero Beach Learning Center - USA, FL, Vero Beach Tel: +1 772 564 7650 ERJ 145 #10 AE3007A1P FSI 4H Vital 8 3chCC 40x180 FAA D 64

CAT MAGAZINE • ISSUE 4/2009

2008 1978 2008 1986 1989 2008 1982 1995 2008

1998 1989 2002 1990 1990 2008 1985 1986 1989

2006 2008 2009 1987 2008 2008 2006 2008 2002 2009 2008 2008 1986 1991 1994

2005 2004 2005 2005 2005

1997 2003 2009 2007 2002 2009 2008 2006 2007 1996 2008 2004

2001

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Saab 2000 #1 Allison AE2100 FSI 6H Vital 8 3chCC 40x180 FAA D Seminole PA44 #1 Lycoming TIO-540-AE2A FSI 6H Vital 8 3chCC 40x150 FAA D Seminole PA44 #2 Lycoming TIO-540-AE2A FSI 6H Vital 8 3chCC 40x150 FAA D Seminole PA44 #3 Lycoming TIO-540-AE2A FSI 6H Vital 8 3chCC 40x150 FAA D FlightSafety International West Palm Beach Learning Center - USA, FL, West Palm Beach Tel: +1 561 515 2900 / 800 769 6763 Piaggio Avanti #1 PW PT6A-66B FSI 6H Vital 9 3chCC 40x180 FAA D Sikorsky 70 #1 GE T700-GE-701C FSI 6H Vital 9 3chCC 40x180 FAA D Sikorsky 76 #1 Allison C30 FSI 6H SP1 4ch/5w 40x150 FAA B Sikorsky 76 B/A #1 Turbomeca Arriel 1S1 FSI 6H Vital 9 3chCC 40x150 FAA C Sikorsky 76 B/C/C+ #1 PW PT6B-36A FSI 6H Vital 9 5chCC 60x200 FAA D Sikorsky 76 C+/C++ #1 Turbomeca Arriel 2S2 FSI 6E Vital 9 3chCC 40x180 FAA D Sikorsky 92 #1 GE CT7-8D FSI 6H Vital 9 3chCC 40x180 FAA D FlightSafety International Atlanta Learning Center - USA, GA, Atlanta Tel: +1 678 365 2700 / 800 889 7916 ATR 42/72 #2 PW124 FSI 6H Vital 4 3chCC 40x150 FAA C Beech KA 200 #8 PT6-A42 FSI 6H Vital 9 3chCC 40x180 FAA D Beech KA 350 #1 PW PT6A-60A FSI 6H Vital 4 3ch/4w 40x150 FAA C Beech KA 350 #4 PW PT6A-60A FSI 6E Vital 9 3chCC 40x180 FAA D Citation II/I #1 PW JT15D-5 FSI 6H Vital X 3ch/4w 40x150 FAA C CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x150 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x150 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x150 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x150 FAA D CRJ 700 GE CF-34-8C1 FSI 6H Vital 9 3chCC 40x180 FAA D Dash 8 #8 PW 123E FSI 6H Vital 8 3chCC 40x150 FAA C Embraer 120 #3 PW118 FSI 6H Vital 4 3ch/4w 40x150 FAA C Jetstar #1 PW JT12-8 FSI 6H Vital 4 3ch/4w 40x150 FAA A Learjet 31A #2 Garrett TFE731-2-3B FSI 6H Vital 8+ 3chCC 40x180 FAA D Learjet 35 #2 Garrett TFE731 FSI 4H Vital 8 2w 40x60 FAA B

1996 2001 2001 2001

2006 2003 2001 1988 2009 2006 2006

1991 2002 1993 2008 1987 2001 2001 2000 2000 2003 2001 1991 1983 2002 1986

Don't Wait For an Accident There's an old adage in aviation that says, "If you think safety is expensive, try the cost of an accident." For over 20 years, SCSI has trained over 10,000 students how to avoid those costs and stay safe. Our training courses are attended by students from highly recognized international government, military, and commercial organizations.

Courses Include: - Accident Investigation with SCSI's own onsite Crash Lab - Safety Management Systems - Human Factors in Aviation Maintenance - Distance Learning Online Available - All Courses are Available Through Contract Host of the International Cabin Safety Symposium For more information on our organization, instructors, and courses visit our website at www.SCSI-INC.com or call us directly at (310) 517-8844 or (800) 545-3766 ext. 104.

CAT MAGAZINE • ISSUE 4/2009

65

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Learjet 45 #2 Garrett TFE731-20 FSI 6H Vital 8+ 3chCC 40x180 FAA D Learjet 60 #3 PW305A FSI 6H Vital 8+ 3chCC 40x180 FAA D FlightSafety International Savannah Learning Center - USA, GA, Savannah Tel: +1 912 644 1000 / 800 625 9369 Gulfstream G450 #1 RR Tay MK 611-8C FSI 6H Vital 9 3chCC 40x180 FAA D Gulfstream G450 #2 RR Tay MK 611-8C FSI 6E Vital 9 3chCC 40x180 FAA D Gulfstream G550 #1 RR BR 710-C4-11 FSI 6H Vital 9 3chCC 40x180 FAA D Gulfstream G550 #2 RR BR 710-C4-11 FSI 6H Vital 9 3chCC 40x180 FAA D Gulfstream G550/ RR Tay MK 611-8C FSI 6E Vital X 3chCC 40x180 FAA D G450 Convertible #3 Gulfstream I #2 RR Dart MK 5298X FSI 4H Vital 8 2w 40x60 FAA A Gulfstream IV #2 RR 611-8 FSI 6H Vital 8 3chCC 40x180 FAA D Gulfstream IV #4 RR Tay MK 611-8 FSI 6H Vital 8 3chCC 40x180 FAA D Gulfstream IV #6 RR Tay MK 611-8 FSI 6H Vital 9 3chCC 40x180 FAA D Gulfstream V #1 RR BR710 FSI 6H Vital 9 3chCC 40x180 FAA D Gulfstream V #2 RR BR710-48 FSI 6H Vital 9 3chCC 40x180 FAA D FlightSafety International Wichita Cessna Learning Center - USA, KS, Wichita Tel: +1 316 220 3100 / 800 488 3214 Caravan PW PT6A-114A FSI 4H Vital 4 2w 40x60 FAA B Caravan PW PT6A-114A FSI 6H Vital 9 3ch/4w 40x150 FAA C Caravan PW PT6A-114A FSI 6E Vital 9 3chCC 40x180 FAA D Citation CJ1+ #1 Williams FJ-44-2C FSI 6H Vital 9 3chCC 40x180 FAA D Citation CJ2+ #1 Williams FJ-44-3A-24 FSI 6H Vital 9 3chCC 40x180 FAA D Citation CJ3 #1 PW 306C FSI 6H Vital 9 3chCC 40x180 FAA D Citation Encore #1 PW 535A FSI DRI Vital 8 3chCC 40x180 FAA D Citation Encore + #1 PW 535A FSI 6E Vital 9 3chCC 40x180 FAA D Citation III/VII #1 Garrett TFE731-4R-2S FSI 6H Vital 9 3ch/4w 40x150 FAA C Citation Mustang #1 PW 615F FSI 6E Vital 9 3chCC 40x180 FAA D Citation Mustang #2 PW 615F FSI 6E Vital X 3chCC 40x180 FAA D Citation Sovereign #1 PW 306C FSI 6H Vital 9 3chCC 40x180 FAA D Citation X #4 AE3007C FSI 6H Vital 9 3chCC 40x180 FAA D Citation XLS #1 PW 545B FSI 6H Vital 9 3chCC 40x160 FAA D Citation XLS+ PW 545C FSI 6E Vital 9 3chCC 40x180 FAA C Citation XLS+ #2 PW 545C FSI 6E Vital X 3chCC 40x180 FAA D Conquest 441 Honeywell TPE-331-10 FSI 4H Vital 2w 40x60 FAA A FlightSafety International Wichita Hawker Beechcraft Learning Center - USA, KS, Wichita Tel: +1 316 612 5300 / 800 488 3747 Beech C-90B #1 PW PT6A-21 FSI 6H Vital 8 3chCC 40x180 FAA D Beech C-90GT #1 PW PT6A-135A FSI 6E Vital X 3chCC 40x180 FAA D Beech KA 350 #2 PW PT6A-60A FSI 6H Vital 9 3chCC 40x180 FAA D Beech KA 350 #3 PW PT6A-60A FSI 6H Vital 9 3chCC 40x180 FAA D Beech King Air 200 GT #1 PT PT6A-42 FSI 6H Vital 9 3chCC 40x180 FAA D Beechjet 400A #2 PW JT15D-5 FSI 6H Vital 8 3chCC 40x150 FAA D Beechjet 400A #3 PW JT15D-5A FSI 6H Vital 8 3chCC 40x180 FAA D H400XP PW JT15D-4 FSI 6H Vital 8 3ch/4w 40x150 FAA A Hawker 4000 #1 PW 308A FSI 6H Vital 9 3chCC 40x180 FAA D Hawker 750 #1 Garrett TFE731-5BR-1H FSI 6E Vital 9 3chCC 40x180 FAA D Hawker 800XP #1 Garrett TFE731-5BR-1H FSI 6H Vital 8 3chCC 40x180 FAA D Hawker 800XP #3 Garrett TFE-731-5BR FSI 6H Vital 9 3chCC 40x180 FAA D Hawker 900XP #1 Garrett TFE731-50R FSI 6E Vital 9 3chCC 40x180 FAA D Hawker Beechcraft Williams FJ-44-2A FSI 6H Vital 8 3chCC 40x180 FAA D Premier #1 FlightSafety International Wichita Learjet Training Center - USA, KS, Wichita Tel: +1 316 943 3394 / 800 491 9807 Learjet 24/25 #1 GE CJ610-8A FSI 4H Vital 4 2w 40x60 FAA A Learjet 35 #3 TFE-731-2-2B FSI 6H Vital 8 3ch/4w 40x150 FAA C Learjet 55 #2 TFE731-3AR-2B FSI 6H Vital 9 3ch/4w 40x150 FAA C FlightSafety International Cincinnati Learning Center - USA, KY, Hebron Tel: +1 859 283 2345 CRJ GE CF-34-3B1 FSI 6H Vital 9 3chCC 40x180 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 9 3chCC 40x180 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x150 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 9 3chCC 40x180 FAA D 66

CAT MAGAZINE • ISSUE 4/2009

2008 2008

2005 2007 2003 2006 2009 1993 1990 1999 2009 1997 1999

1990 2002 2008 2005 2006 2007 2008 2007 1993 2007 2007 2005 2002 2007 2008 2008 1981

1999 2008 2003 2004 2008 1998 2008 1984 2008 2008 1999 2008 2009 2008

1978 1986 1986

2001 2002 1998 2000

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

CRJ 700 GE CF-34-8C1 FSI 6H Vital 9 3chCC 40x180 FAA D FlightSafety International Lafayette Learning Center - USA, LA, Lafayette Tel: +1 337 408 2900 Sikorsky 76 C+/C++ #2 Turbomeca Arriel 2S2 FSI 6H Vital 9 3chCC 40x180 FAA D Sikorsky 92 #3 GE CT7-8A FSI 6E Vital 9 5chCC 40x200 FAA D FlightSafety International St. Louis Learning Center - USA, MO, St Louis Tel: +1 314 442 3300 / 800 258 4351 CRJ 200 #3 CF34-3A1 FSI 6H Vital 9 3chCC 40x180 FAA D CRJ 700/900 #4 GE CF-34-8C5 FSI 6H Vital 9 3chCC 40x180 FAA D Dash 8 400 #6 PW 150A FSI 6E Vital 9 3chCC 40x180 FAA D EMB 170 #1 GE CF-34-8E5 FSI 6H Vital 9 3chCC 40x180 FAA D EMB 170 #2 GE CF-34-8E5 FSI 6E Vital 9 3chCC 40x180 FAA D EMB 170 #3 GE CF-34-8E5 FSI 6E Vital 9 3chCC 40x180 FAA D ERJ 145 #15 AE3007A1P FSI 6H Vital 9 3chCC 40x180 FAA D ERJ 145 #17 AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D ERJ 145 #6 AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D Metro II #1 Garrett TPE331-3UW-304G FSI 4H N6000-1910 2w 40x60 FAA A Metro III #1 Garrett TPE331-11U FSI 4H SP1 2w 40x60 FAA B Saab SF-340 #3 GE CT7-5A2 FSI 6H Vital 7 3chCC 40x180 FAA D FlightSafety International St. Louis Sabre Learning Center - USA, MO, St Louis Tel: +1 314 442 3300 / 800 258 4351 Jetstream 31 #1 TPE331-511/513 FSI 6H Vital 4 3ch/4w 40x150 FAA C Sabre 60 #1 PW JT12A-8 Thales S 3H SP1 2w 40x60 FAA A Sabre 65 #1 Garrett TFE731-3R-1D FSI 4H Vital 8 2w 40x60 FAA A Sabre 75 #1 GE CF-700-2D-2 Thales S 4H SP1 2w 40x60 FAA A FlightSafety International Teterboro Learning Center - USA, NJ, Moonachie Tel: +1 201 528 0100 / 800 827 8058 Falcon 2000 #1 CFE738-1-1B FSI 6H Vital 9 3chCC 40x180 FAA D Falcon 2000EX EASy #1 PW308C FSI 6H Vital 9 3chCC 40x180 FAA D Falcon 50EX #1 TFE731-40 FSI 6H Vital 9 3chCC 40x180 FAA D Falcon 900EX #1 TFE731-60 FSI 6H Vital X 3chCC 40x180 FAA D Falcon 900EX EASy #1 TFE731-60 FSI 6H Vital 9 3chCC 40x180 FAA D FlightSafety International LaGuardia Learning Center - USA, NY, Flushing Tel: +1 718 565 4170 / 800 749 8818 Beech 1900 #1 PW PT6A-65B FSI 6H Vital 4 3chCC 40x180 FAA C Beech 1900D #1 PW PT6A-67D FSI 6H Vital 7 3chCC 40x180 FAA D Shorts 360 #1 PW PT6A-67AR FSI 6H Vital 4 3chCC 40x150 FAA C FlightSafety International Columbus Learning Center - USA, OH, Columbus Tel: +1 614 559 3700 Citation Excel #3 PW545A FSI 6H Vital 8 3chCC 40x180 FAA D Citation Sovereign #3 PW306C FSI 6E Vital 9 3chCC 40x180 FAA D Citation Ultra #3 PW JT15D-5D FSI 6H Vital 8 3chCC 40x180 FAA D Citation X #3 AE3007C FSI 6H Vital 8 3chCC 40x180 FAA D Citation XLS #2 PW 545B FSI 6E Vital 9 3chCC 40x180 FAA D Falcon 2000 #4 Garrett CFE738-1-1B FSI 6H Vital 9 3chCC 40x180 FAA D Gulfstream 200 #3 PW 306A FSI 6E Vital 9 3chCC 40x180 FAA D FlightSafety International Toledo Learning Center - USA, OH, Toledo Tel: +1 419 930 6300 / 800 497 4023 Citation Excel #2 PW 545A FSI 6H Vital 8 3chCC 40x180 FAA D Citation II/SII #1 PW JT15D-4B FSI 6H Vital 4 3chCC 40x150 FAA C Citation III #2 Garrett TFE731-3B100 FSI 6H Vital 8 3ch/4w 40x150 FAA C Citation Ultra #1 PW JT15D-5D FSI 6H Vital 8 3ch/4w 40x150 FAA C Citation V/II #2 PW JT15D-4B FSI 6H Vital 8+ 3ch/4w 40x150 FAA B Citation X #2 AE3007C FSI 6H Vital 8 3chCC 40x180 FAA D Hawker 400 XP #2 PW JT15D-5 FSI 6H Vital 9 3chCC 40x180 FAA D FlightSafety International Memphis Learning Center - USA, TN, Memphis Tel: +1 901 368 1234 CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x180 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x180 FAA D CRJ GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x180 FAA D FlightSafety International DFW Learning Center - USA, TX, Dallas/Fort Worth Tel: +1 972 534 3200 / 866 486 8733 CRJ 200/700 #3 CF34 FSI 6H Vital 9 3chCC 40x180 FAA D

2003

2004 2008

2007 2006 2008 2006 2006 2008 2002 2002 2000 1979 1986 1994

1989 1978 1982 1978

1996 2005 2008 2008 2005

1989 1996 1989

2001 2006 1999 2001 2007 2009 2007

1999 1987 1987 1995 1993 1999 2007

1997 2001 2000

2003

CAT MAGAZINE • ISSUE 4/2009

67

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

ERJ 145 #18 Allison AE3007A1P FSI 6H Vital 9 3chCC 40x180 FAA D Falcon 10 #1 Garrett TFE731-2 FSI 6H Vital 8 3ch/4w 40x150 FAA C Falcon 20 #3 Garrett TFE731-5BR-1H FSI 6H Vital 7 3chCC 40x150 FAA D Falcon 2000 #3 Garrett CFE738 FSI 6H Vital 8 3chCC 40x165 FAA D Falcon 2000EX/ Garrett TFE731-60 FSI 6E Vital 9 3chCC 40x180 FAA D 900EX EASy #1 Falcon 50 #2 Garrett TFE731-3-1C FSI 6H Vital 7 3ch/4w 40x150 FAA C Falcon 900EX #2 Garrett TFE731-60 FSI 6H Vita 8 3chCC 40x180 FAA D Gulfstream 100 #1 Garrett TFE731-40R FSI 6H Vital 9 3chCC 40x180 FAA D (Astra) Gulfstream 150 #1 Garrett TFE731-40R FSI 6E Vital 9 3chCC 40x180 FAA D Gulfstream 150 #2 Garrett TFE731-40R FSI 6E Vital X 3chCC 40x180 FAA D Gulfstream 200 #1 PW 306A FSI 6H Vital 8 3chCC 40x180 FAA D (Galaxy #1) Gulfstream 200 #2 PW 306A FSI 6H Vital 9 3chCC 40x180 FAA D (Galaxy #2) Gulfstream II #3 RR Spey MK 522-8 FSI 6H Vital 8 3chCC 40x160 FAA C Gulfstream III #3 RR Spey 511-8 FSI 6H Vital 8 3chCC 40x160 FAA D FlightSafety International Houston Learning Center - USA, TX, Houston Tel: +1 713 393 8100 / 800 927 1521 ATR 42 #1 PW120 FSI 6H Vital 4 3ch/4w 40x150 FAA C ATR 42/72 #3 PW124 FSI 6H Vital 8 3chCC 40x150 FAA C ATR 42/72-500 #1 PW127E FSI 6H Vital 9 3chCC 40x180 FAA D Beech C-90 #1 PW PT6A-21 FSI 6H Vital 8 2w 40x60 FAA A Beech KA 200 #2 FSI Vital X 3chCC 40x180 FAA D Challenger 601/3A #2 GE CF-34-3A FSI 6H Vital 8 3chCC 40x160 FAA D Commander 690 #1 Garrett TPE331-525-1K FSI 4H Vital 8 2w 40x60 FAA A Commander 1000 #1 Garrett TPE331-1050-1K FSI 4H Vital 8 2w 40x60 FAA A ERJ 145 #2 AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D ERJ 145 #11 AE3007A1P FSI 6H Vital 8 3chCC 40x180 FAA D ERJ 145 #16 AE3007A1P FSI 6H Vital 9 3chCC 40x180 FAA D Hawker 800XP #4 Garrett TPE731-5BR FSI 6H Vital 9 3chCC 40x180 FAA D Hawker 900XP #2 Garrett TFE731-50R FSI 6E Vital X 3chCC 40x180 FAA D Saab SF-340 #1 GE CT7-9 FSI 6H Vital 7 3ch/4w 40x150 FAA D FlightSafety International Ft. Worth Bell Learning Center - USA, TX, Hurst Tel: +1 817 785 0800 / 800 379 7413 Bell 412/212 #2 PW PT6T-3B FSI 6H Vital 9 3chCC 40x180 FAA C Bell 412/212 #3 PW PT6T-3B FSI 6H Vital 9 3chCC 40x180 FAA D Bell 430 #1 Allison 250-C47B FSI 6H Vital 8 3chCC 40x180 FAA C FlightSafety International San Antonio Learning Center - USA, TX, San Antonio Tel: +1 210 248 0100 / 800 889 7917 Citation Bravo #1 PW 540A Turbofan FSI 6H Vital 8 3chCC 40x180 FAA D Citation CJ1 #2 Williams FJ-44 FSI 6H Vital 8 3chCC 40x180 FAA C Citation Excel #4 PW545A FSI 6H Vital 9 3chCC 40x180 FAA D Citation II #1 PW JT15D FSI 4H SP1 2w 40x60 FAA A Citation III #1 TFE731-3B FSI 6H Vital 8 3ch/4w 40x150 FAA C Citation Jet #2 FJ-44-1A FSI 6H Vital 8 3chCC 40x180 FAA C Citation SII #1 JT15D-4B FSI 6H Vital 4 3ch/4w 40x150 FAA C Citation Ultra #2 PW JT15D-5D FSI 6H Vital 8 3chCC 40x180 FAA C Metro C-26 #1 TPE331-12UAR-701G FSI 6H Vital 7 3ch/4w 40x150 FAA C FlightSafety International Salt Lake City Airline Center - USA, UT, Salt Lake City Tel: +1 801 355 3901 CRJ #12 GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x180 FAA D CRJ #3 GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x180 FAA D CRJ #4 GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x180 FAA D CRJ 200/700 #16 GE CF-34-3B1 FSI 6H Vital 8 3chCC 40x180 FAA D FlightSafety International Seattle Learning Center - USA, WA, Seattle Tel: +1 206 493 1800 / 888 782 5261 Beech 1900D #2 PW PT6A-67D FSI 6H Vital 7 3ch/4w 40x150 FAA D Dash 8 #3 PW 123E FSI 6H Vital 8 3ch/4w 40x150 FAA C Dash 8 #5 PW123E FSI 6H Vital 7 3ch/4w 40x150 FAA C Dash 8 400 #2 PW 150A FSI 6H Vital 8 3chCC 40x180 FAA D Dash 8 400 #5 PW 150A FSI 6E Vital 9 3chCC 40x180 FAA D 68

CAT MAGAZINE • ISSUE 4/2009

2004 1983 1994 2000 2007 1994 2000 2005 2007 2009 2007 2008 1989 1996

1998 1991 2009 2000 2009 1997 2000 2001 1998 2009 2009 2009 2009 1995

1993 2009 2009

1998 2009 2009 1982 1984 2008 1986 1997 1995

2001 1999 1999 2002

1996 1992 1994 2000 2007

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Jetstream 31 #2 Garrett TPE331-12 FSI 6H Vital 4 3ch/4w 40x150 FAA C 1991 Metro III #4 Garrett TPE331-11U FSI 4H SP1 2w 40x60 FAA B 1991 flyLAL Training - Lithuania, Vilnius Tel: +370 5 2525515 Email: e.kuzminas@flylaltraining.com B737-300/400/500 CFM56 Thales 6H SP-X 500 3chCC 40x150 JAA C 1989 FlyRight Inc. - USA, NC, Concord Tel: +1 704 720 9623 Email: mkaetzel@flyrightinc.com

Beech KA200 PT6A TDI/Opinicus 6H RasterFlite 3ch/4w 40x150 FAA C 2008 FSC - Netherlands, Schiphol-Amsterdam Tel: +31 20 304 3200 Email: robin@fsctraining.nl A320 #1 CFM56/IAE V2527 CAE 6E Tropos 5chCC 40x200 JAA D 2007 A320 #2 CFM56/IAE V2527 CAE 6E Tropos 5chCC 40x200 JAA D 2007 A320 #3 CFM56/IAE V2527 CAE 6E Tropos 5chCC 40x200 JAA D 2007 B737-300 CFM56 CAE 6H Image II 3chCC 40x150 JAA C 1993 B737-800 #1 CFM56 CAE 6E Tropos 5chCC 40x200 JAA D 2006 B737-800 #2 CFM56 CAE 6E Tropos 5chCC 40x200 JAA D 2007 B737-800 #3 CFM56 SIM 6E EP-1000CT 3chCC 40x180 JAA D 2007 B737-800 #5 CFM56 CAE 6E Tropos 5chCC 40x200 JAA D 2007 B767-300ER CF6/PW CAE 6E MaxVue+ 3chCC 40x180 JAA D 1993 Do328JET PW306 CAE 6E Tropos 3chCC 40x180 JAA D 2007 FSC - USA, TX, DFW Tel: +1 817 445 7100 Email: jerry@fsctraining.com A320 CFM56/IAE V2527 CAE 6E Tropos 3chCC 40x200 FAA D 2009 B737-200 JT8D-15 CAE 6H Vital 4 3ch/4w 40x150 FAA C 2006 B737-300 CFM56-3 CAE 6H Vital 4 3ch/4w 40x150 FAA C 2008 B737-800 CFM56 CAE 6E Tropos 5chCC 40x200 FAA D 2009 Garuda Indonesia - Indonesia, Jakarta Tel: +62 21 5406279 Email: t.otman@garuda-indonesia.com B737-228 PW JT8-51A Thales R 6H SP-X 500HT 3ch 40x150 CAA D 1989 B737-300/400 GE CFM56 CAE 6H MaxVue8+ 3chCC 40x150 TC D 1996 B747-200 JT9D-7A/7Q Thales R 6H SP-1 3ch/4w 40x150 CAA B 1984 F28 RR Spey-555 Thales R 6H SP-1 3ch/4w 40x150 CAA B 1984 MD11 PW 4060/4460 CAE 6H MaxVue8+ 3chCC 40x150 TC D 1996 Gazpromavia - Russia, Moscow Tel: +7 495 719 1832 Email: gazpromavia@gazprom.ru

Mi-171 BK-2500-03 Transas 6H Aurora 8ch 75x220 JAA D 2009 Mi-8MTV TV3-117VM Transas 6H Aurora 8ch 75x220 JAA D 2009 Mi-8T TV2-117A Transas 6H Aurora 8ch 75x220 JAA D 2009 Global Training Aviation - Spain, Madrid Tel: +34 329 53 17 Email: sim@globaltrainingaviation.com ATR 72-500 PW127 Indra 6H Invis 3chCC 40x180 JAA D 2009 Guangzhou Civil Aviation College - China, Baiyun Airport Tel: +86 20 86120574 B737-300 CFM56 CAE 6H MaxVue+ 3chCC 40x150 FAA C 1985 B737-300 CFM56 CAE 6H MaxVue+ 3chCC 40x150 FAA C 1985 Cheyenne III #1 PT6A CAE 6H MaxVue+ 3chCC 40x150 FAA C 1994 Cheyenne III #2 PT6A CAE 6H MaxVue+ 3chCC 40x150 FAA C 1994 Cheyenne III #3 PT6A CAE 6H MaxVue+ 3chCC 40x150 FAA C 1994 MD82 JT8D-15 CAE 6H Vital 4 5ch/6w 40x200 FAA D 1989 Xian Y7 PWC_127J Beijing Sim 6H VDS-2000 3ch/4w 40x150 FAA C 1992 Gulf Air - Bahrain, Bahrain Int’l Airport Tel: +973 17327840 Email: john.wheldon@gulfair.com

A320-200 CFM56 Thales 6H RSI Raster XT 3chCC 40x180 JAA D 1992 A340-300/A330-200 CFM56/RR Trent Thales 6H RSI Raster XT 3chCC 40x180 JAA D 1995 B767-300ER CF6-80C2B4 Thales R 6H SP-X 500HT 3ch 40x150 JAA D 1993 Higher Power Aviation, Inc. - USA, NM, Albuquerque Tel: +1 817 445 7000 Email: info@jetcrew.com Eclipse 500 PW610F Opinicus 6E EP-1000CT 3chCC 40x150 FAA D 2008 Eclipse 500 PW610F Opinicus 6E EP-1000CT 3chCC 40x150 FAA D 2008 Higher Power Aviation, Inc. - USA, TX, Dallas/Fort Worth Tel: +1 817 445 7000 Email: info@jetcrew.com

B737-200 JT8D-15 CAE 6H Vital 4 3chCC 40x150 FAA C 2006 B737-3A4 CFM-56 CAE 6H Vital 4 3chCC 40x150 FAA C 2008 CAT MAGAZINE • ISSUE 4/2009

69

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Icare Flight Training Centre - France, Morlaix Tel: +33 2 98 88 10 10 Email: information@icare.fr ATR 42-300/42500/ PW120/PW127E/ FSI 6H Vital 8 3chCC 40x150 JAA C 1991 72-200 PW124 CRJ 100/200/700 CF34-3A1/3B1/8C1 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2001 ERJ 145 AE3007A0/A1/A1P FSI 6H Vital 8+ 3chCC 40x150 JAA D 2001 IFTC Istanbul - Turkey, Istanbul Tel: +90 212 463 09 00 Email: s.yuksel@iftc.aero A320 CFM56-5B4 Mechtronix 6E RSI Raster Flite 3chCC 40x180 JAA C 2009 A320 CFM56-5B4 Mechtronix 6E RSI Raster Flite 3chCC 40x180 JAA D 2008 B737-800 CFM56-7B Mechtronix 6E RSI Raster Flite 3chCC 40x180 JAA D 2008 B737-800 CFM56-7B Mechtronix 6E RSI Raster Flite 3chCC 40x180 JAA C 2008 IranAir - Iran, Tehran Tel: +98 (021) 46627894 Email: a.kouchaki@iranair.com

B727-200 JT8D-9 Link 6H NVS 2w 40x60 Iran CAO NK 1978 Japan Airlines International - Japan, Tokyo Tel: +81 3 5756 3650 Email: ko.mitani@jal.com A300-600R PW4158 CAE 6H SP-X 500HT 5chCC 40x200 JCAB D 1992 B737-400 CFM56-3C-1 CAE 6H Vital 7 5chCC 40x225 JCAB D 1995 B737-800 #1 GE CFM56-7B24 CAE 6E Tropos 5chCC 40x200 JCAB D 2007 B737-800 #2 GE CFM56-7B24 CAE 6E Tropos 5chCC 40x200 JCAB D 2007 B737-800 #3 GE CFM56-7B24 CAE 6E Tropos 5chCC 40x200 JCAB D 2008 B747-300 JT9D-7R4G2 CAE 6H Vital 7 5chCC 40x225 JCAB D 1994 B747-400 #1 CF6-80C2B1F Thales R 6H SP-X 500HT 3chCC 40x150 JCAB D 1991 B747-400 #2 CF6-80C2B1F Thales R 6H SP-X 550HT 5chCC 40x200 JCAB D 1992 B747-400 #3 CF6-80C2B1F Thales R 6H SP-X 550HT 5chCC 40x200 JCAB D 1992 B747-400 #4 CF6-80C2B1F Thales R 6H SP-X 550HT 5chCC 40x200 JCAB D 1992 B767-200 JT9D-7R4D Thales R 6H SP-X 550HT 3chCC 40x150 JCAB C 1986 B767-300 JT9D-7R4D Thales 6H SP3350 5chCC 40x200 JCAB D 1998 B767-300ER CF6-80C2B7F CAE 6H ESIG 3800 5chCC 40x200 JCAB D 2003 B777-200 PW4074 CAE 6H MaxVue+ 5chCC 40x210 JCAB D 1997 B777-200 PW4077 CAE 6H Tropos 5chCC 40x210 JCAB D 1998 B777-200ER GE90-94B CAE 6H ESIG 3800 5chCC 40x200 JCAB D 2003 B777-200ER GE90-94B CAE 6H Tropos 5chCC 40x200 JCAB D 2006 BE-200 PT6A FSI 6H SP-X 500HT 3chCC 40x180 JCAB PII 1991 MD81 JT8D-217C CAE 6H SP-X 500HT 5chCC 40x200 JCAB D 1992 MD90-30 V2500 Thales 6H ESIG 3350GT 3chCC 40x180 JCAB D 1996 Jat Airways Training Center - Serbia, Belgrade Email: training@jat.com DC9-30 JT8D-9 CAE 3H Vital 4 2w 40x90 CAA A 1972 JetBlue Airways - USA, FL, Orlando Tel: +1 407 812 2435 Email: Sarah.Streff@jetblue.com

A320 #1 V2527-A5 CAE 6H Tropos 3chCC 40x150 FAA D 2005 A320 #2 V2527-A5 CAE 6H Tropos 3chCC 40x150 FAA D 2005 A320 #3 V2527-A5 CAE 6H Tropos 3chCC 40x150 FAA D 2005 A320 #4 V2527-A5 CAE 6H Tropos 3chCC 40x150 FAA D 2005 EMB 170/190 #3 CF34-10E CAE 6H Tropos 3chCC 40x150 FAA D 2005 EMB 190 #1 CF34-10E CAE 6H Tropos 3chCC 40x150 FAA D 2005 EMB 190 #2 CF34-10E CAE 6H Tropos 3chCC 40x150 FAA D 2005 Jordan Airline Training & Simulation - Jordan, Amman Tel: +962 6 445 1516 Email: info@jats.com.jo

A310-300 CF6 Thales T 6H SP-X 500HT 3chCC 40x150 JAA D 1990 A320-200 CFM56 Thales T 6H SP-X 500HT 3chCC 40x150 JAA D 1990 A320-200 V2527 Thales 6H EP-1000CT 5chCC 40x200 JAA D 2007 B727-200 JT8D-17 A&M 4H Novoview 6000 2ch/3w 40x90 Jordanian CAA B 1977 Jupiter Aviation - India, Bangalore Tel: +91 80 2559 4911 A320 CFM56 Thales 6H EP-1000CT 3chCC 40x150 FAA D 2009 B737NG CFM56-7B26 Thales 6H EP-1000CT 3chCC 40x150 FAA D 2009 Kalitta Air - USA, MI, Ypsilanti Tel: +1 800 521 1590 Email: jphelps@kalittaair.com B747-200/300 GE CF6-50E2/ CAE 6H SPX-550 HT 3ch 40x150 FAA C 1980

PWJT9D-7R4G2 70

CAT MAGAZINE • ISSUE 4/2009

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Kelowna Flightcraft - Canada, BC, Kelowna Tel: +1 250 807 5358 Email: rob_crawford@flightcraft.ca

B727 JT8D-9/JT8D-17 CAE 6H Vital 4 3ch/4w 40x150 TC A 1995 Kingfisher Airlines - India, Mumbai

A320 CFM56 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2010 A320 CFM56 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2010 ATR 72 PW127 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2010 KLM Royal Dutch Airlines - Netherlands, Schiphol Airport Tel: +31 20 649 1894 Email: robert-van.saarloos@klm.com A330-200E GE CF6 Thales 6H EP-1000CT 3chCC 40x180 JAA D 2005 B737-400 CFM56 CAE 6H SP-X 500 3chCC 40x150 JAA D 1990 B737-800 CFM56 CAE 6H MaxVue+ 3chCC 40x180 JAA D 1998 B737-800 CFM56 CAE 6E Tropos 6400 3chCC 40x180 JAA D 2008 B747-400 GE CF6 CAE 6H SP-X 500 3chCC 40x150 JAA D 1988 B747-400 GE CF6 CAE 6H SP-X 500 3chCC 40x150 JAA D 1991 B777-200ER GE90-94 Thales 6H EP-1000CT 5chCC 40x200 JAA D 2003 B777-300ER GE90-115B Thales 6H EP-1000CT 5chCC 40x200 JAA D 2008 MD11 GE CF6/PW 4060 CAE 6H MaxVue 2000 3chCC 40x150 JAA D 1993 Korean Air - Korea, Cheju Tel: +82 32 886 8476 Email: kimsmo@koreanair.com Cheyenne 400 PT6A FSI 6H Vital 7 3ch/4w 40x150 FAA C 1992 Citation II JT15D FSI 4H SimView2004 3ch/4w 40x150 KMOT L1 1994 Korean Air - Korea, Incheon Tel: +82 32 886 8476 Email: kimsmo@koreanair.com A300-600R PW4158 Thales 6H EP-1000CT 3ch/4w 40x150 FAA D 1988 A330-200 PW4168 Thales 6H ESIG 3350GT 3chCC 40x150 FAA D 1999 B737-900 CFM56-7B24 CAE 6H Tropos 3chCC 40x150 FAA D 2003 B747-400 PW4056 CAE 6H SP-X 500HT 3chCC 40x150 FAA D 1990 B747-400 PW4056 CAE 6H ESIG 3350GT 3chCC 40x150 FAA D 1998 B777-200 PW4090 CAE 6H MaxVue Enhanced A+ 3chCC 40x150 FAA D 1997 Kuwait Airways - Kuwait, Kuwait City Tel: +965 472 2933

A300/A310-300/600 CF6 CAE 6H SP-X 500 3c/4w 40x150 CAA C 1990 B747-200 JT9D-7 Link 6H NVS 3ch/4w 40x150 CAA C 1980 Let’s Fly - Czech Republic, Ostrave Tel: +420 597 471 474 Email: letsfly@letsfly.cz L410 PT6 Letov Simulatory 6H PCIG 2ch 40x75 JAA A 1987 Libyan Airlines - Libya, Tripoli Tel: +218 21 602090 B727-200 JT8D-9 Thales R 6H SP2 3ch/4w 40x150 CAA C 1980 Lion Air - Indonesia, Jakarta Email: gmltc@lionair.co.id MD-82 PW JT8D-217A/219 Thales R 6H SP1-T 3chCC 40x150 Indonesia DGAC C 1990 Lufthansa Flight Training - Austria, Vienna Tel: +49 69 696 72444 Email: sales@lufthansa-flight-training.com A320-200 CFM56-5A1 CAE 6H EP-1000/CRT 3ch 40x150 JAA D 1991 A320-200 CFM56-5B4 CAE 6H EP-1000/CRT 3chCC 40x180 JAA D 2007 Dash8-Q400 PW150A CAE 6E Tropos 6400 3chCC 40x180 JAA D 2008 Lufthansa Flight Training - Germany, Berlin Tel: +49 69 696 72444 Email: sales@lufthansa-flight-training.com A310-300 CF6-80C2 CAE 6H EP-1000/CRT 3chCC 40x150 JAA C 1991 A320-200 CFM56-5A3/V2527-A5 CAE 6H EP-1000/CRT 3chCC 40x180 JAA D 2002 A320-200 CFM56-5B4 CAE 6H EP-1000/CRT 3chCC 40x180 JAA D 2006 A320-200 CFM56-5B4/V2527-B4 CAE 6E Tropos 6400 3chCC 40x150 JAA D 2008 B737-300 CFM56-3C1 CAE 6H EP-1000/CRT 3chCC 40x180 JAA D 2001 B737-800 CFM56-7B Thales 6H EP-1000/CRT 3chCC 40x150 JAA D 1997 B737-800 CFM56-7B Thales 6H EP-1000/CRT 3chCC 40x180 JAA D 2005 B737-800 CFM56-7B26 Mechtronix 6E EP-1000/LCoS 3chCC 40x180 JAA D 2007 B777-200LR GE90-110B1L CAE 6E Tropos 6400/LCoS 5chCC 40x200 JAA D 2009 Lufthansa Flight Training - Germany, Bremen Tel: +49 69 696 72444 Email: sales@lufthansa-flight-training.com B737-300 CFM56-3B1/B2 CAE 6H SP-X 550/CRT 3chCC 40x150 JAA D 1990 CAT MAGAZINE • ISSUE 4/2009

71

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

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Image Generator

Display System

Approval Level Initial Service & Authority Date

Lufthansa Flight Training - Germany, Frankfurt Tel: +49 69 696 72444 Email: sales@lufthansa-flight-training.com A310-300/A300-600R CF6-80C2A2/3/5 CAE 6H EP-1000/LCoS 3chCC 40x150 JAA C 1991 A319-100 CFM56-5A5 CAE 6H EP-1000/CRT 3chCC 40x180 JAA D 2001 A320-200 CFM56-5A1/V2527-A5 Thales 6H EP-1000/CRT 3chCC 40x200 JAA D 2004 A320-200 CFM56-5B4/V2527-A5 CAE 6E Tropos 6400 3chCC 40x150 JAA D 2008 A321-100 V2530-A5 CAE 6H SP-X 550/CRT 3chCC 40x150 JAA D 1997 A330-300 (Enhanced) RR RB211 Trent 772B CAE 6H EP-1000/CRT 5chCC 40x200 JAA D 2004 A340-300 CFM56-5C2 CAE 6H SP-X 550/CRT 3chCC 40x150 JAA D 1992 A340-300 CFM56-5C4 CAE 6H EP-1000/CRT 3chCC 40x180 JAA D 2000 A340-600 RR RB211 Trent 556-61 CAE 6H EP-1000/CRT 3chCC 40x180 JAA D 2002 A380-800 RR RB211 Trent 970-84 Thales 6H EP-1000/LCoS 5chCC 40x200 JAA D 2010 B737-300 CFM56-3B1/B2 CAE 6H EP-1000/CRT 3chCC 40x150 JAA D 1988 B737-300/400/500 CFM56-3B1/B2/C1 CAE 6H SP-X 550/CRT 3chCC 40x150 JAA D 1990 B747-200 CF6-50E2 Thales 6H SP2 3ch/4w 40x150 JAA C 1979 B747-400 CF6-80C2 CAE 6H EP-1000/CRT 3chCC 40x150 JAA D 1988 B747-400 CF6-80C2 CAE 6H SP-X 500/CRT 3chCC 40x150 JAA D 1989 B747-400 CF6-80C2 Thales 6H EP-1000/CRT 5chCC 40x200 JAA D 2004 B747-8 GE Genx-2B67 CAE 6E EP-1000/LCoS 3chCC 40x150 JAA D 2010 B757-200/B767-300ER PW2040/PW4060 Thales 6H SP-X 500/CRT 3chCC 40x150 JAA D 1990 B767-300ER PW4060 Thales 6H EP-1000/CRT 3chCC 40x180 JAA D 2001 MD11/11F CF6-80C2/PW4460/62 CAE 6H EP-1000/CRT 5chCC 40x210 JAA D 2001 Lufthansa Flight Training - Germany, Munich Tel: +49 69 696 72444 Email: sales@lufthansa-flight-training.com A320-200 CFM56-5A1 CAE 6H EP-1000/CRT 3chCC 40x150 JAA D 1989 A330E RB211-Trent 772B CAE 6E EP-1000/CRT 3chCC 40x150 JAA D 2009 A340-600 RB211-Trent 556-61 CAE 6E EP-1000/CRT 3chCC 40x150 JAA D 2009 Lufthansa Flight Training - Switzerland, Zurich Tel: +49 69 696 72444 Email: sales@lufthansa-flight-training.com MD11 CF6-80C2/PW4460 CAE 6H Maxview A+/CRT 5chCC 40x210 JAA D 1990 Lufttransport AS - Norway, Oxford Aviation Academy, Gardermoen Airport, Oslo Tel: +4791575117 Email: bard-ove.skandsen2lufttransport.no B200 PT6-42 CAE-5000 E Tropos 6000 3/CC 180X40 JAA D Feb 2010 Malaysia Airlines - Malaysia, Subang Tel: +603 78402663 Email: aviatrng@mas.com.my A330-300 PW4168 Thales 6H Image IV 600PT 3chCC 40x150 CAA D 1994 A380 RR Trent 900 Thales 6H EP-1000CT 3chCC 40x180 CAA D 2008 B737-400 CFM56-3C1 Thales S 6H Image IV 600PT 3chCC 40x150 CAA C 1994 B737-400 CFM56-3C1 Thales S 6H Image IV 600PT 3chCC 40x150 CAA D 1993 B747-400 PW 4056 RCC Thales 6H EP-1000CT 3chCC 40x180 CAA D 2005 B777-200 RR Trent FSI 6H Vital 8 3chCC 40x180 CAA D 2000 F 50 PW125 ASDL 6H Image IV 600PT 3chCC 40x150 CAA C 1990 Merpati Nusantara Airlines - Indonesia, Juanda Airport, Surabaya Tel: +62 31 8686510 Email: contact.mtc@merpati.co.id

CN 235-10 CT7/CT9A ASDL 6H Vital 4 3ch/4w 40x150 CAA C 1994 F27-500 RR Dart Thales R 4H SP1-T 2ch/3w 40x90 CAA B 1995 Mexicana Airlines - Mexico, Mexico City Tel: +52 5784 8453 Email: ruben.liverant@mexicana.com.mx A320 IAE V2527-A5/V2500-A1 Thales 6H ESIG 3000 3chCC 40x150 CAA D 1999 B727-200 JT8D-17 Link 3H Vital 4 3ch/4w 40x150 CAA B 1971 B727-200 JT8D-17R CAE 6H Vital 4 5ch/6w 40x200 CAA C 1981 Miami-Dade College - USA, FL, Miami Tel: +1 305 237 5044 Email: jpita@mdcc.edu

B727-235 JT8D-7 Link 3H SP1 2w 40x60 FAA B 1967 NASA AMES Simulation Laboratories - USA, CA, Silicon Valley Tel: +1 650 604 6959 B747-400 PW4000 CAE 6H Vital X 3chCC 40x180 FAA D 1993 Nippon Cargo Airlines - Japan, Narita Tel: +81 479 70 9631 Email: tyooikz@nca.aero B747-400F CF6-80C2 CAE 6H Tropos 6000 4chCC 40x200 JCAB D 2008 Olympic Aviation Flight Academy - Greece, Chania - Crete Tel: +30 2310 475823 Email: tcsecretariat@olav.gr B737-400 CFM56-3C-1 Thales 6H Image 250 3ch/4w 40x150 Hellenic CAA C 1994 72

CAT MAGAZINE • ISSUE 4/2009

Aircraft Engines Type

Simulator Manufacturer

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Display System

Approval Level Initial Service & Authority Date

Olympic Aviation Flight Academy - Greece, Hellinikon - Athens Tel: +30 2310 475823 Email: tcsecretariat@olav.gr B737-200 JT8D-9A CAE 6H Vital 4 3ch/4w 40x150 Hellenic CAA Special Cat. 1982 Olympic Aviation Flight Academy - Greece, Thessaloniki Tel: +30 2310 475823 Email: tcsecretariat@olav.gr ATR 42/72 P120/P124B FSI 6H Vital 7 3chCC 40x150 JAA D 1993 Oxford Aviation Academy - Denmark, Copenhagen Tel: +46 8 797 4242 Email: sales@oaa.com B737-700 CFM56 CAE 6H MaxVue+ 3chCC 40x180 JAA D 1999 MD80 PW JT8D-217C/219 Thales S 6H Image 4 6w/3ch 40x150 JAA D 1989 Oxford Aviation Academy - Hong Kong, Hong Kong Tel: +852 8108 0280 Email: sales@oaa.com

Thales R. U/D by Opinicus 6H EP-1000CT 3chCC 40x180 CAAC/HKCAD D 1998 A320 CFM/IAE A330/A340 CFM/GE/RR Thales 6H EISG 3800GT 3chCC 40x180 CAAC/HKCAD D 2001 B737-700/800 CFM56 Thales 6H ESIG 3800GT 3chCC 40x180 CAAC/HKCAD D 2001 Oxford Aviation Academy - Latvia, Riga Tel: +46 8 797 4242 Email: sales@oaa.com B737-300 CFM56 CAE 6H RSI Raster Flite 3chCC 40x180 JAA D 1990 Oxford Aviation Academy - Norway, Oslo Tel: +46 8 797 4242 Email: sales@oaa.com B737-400/500 CFM56 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2002 B737-700/800 CFM56 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2000 Dash 8-100/300 PW121/123 CAE 6H MaxVue Enhanced B 3chCC 40x180 JAA D/C 1996 Oxford Aviation Academy - Sweden, Stockholm Tel: +46 8 797 4242 Email: sales@oaa.com A320 CFM/IAE AAI U/D by CAE 6H MaxVue+ 5chCC 40x200 JAA D 2002 A330/A340 RR/GE/PW/CFM CAE 6H MaxVue+ 3chCC 40x180 JAA D 2001 B737-300/500 CFM56 Thales R 6H Raster XT 3chCC 40x180 JAA D 1992 B737-700 CFM56 CAE 6H MaxVue Enhanced B 3chCC 40x180 JAA D 1997 B767 PW4060 CAE 6H Image 4 5chCC 40x210 JAA D 1989 Bell/AB 212/412 PT6/PT6T CAE 6H MaxVue Enhanced B 5chCC 40+x210 JAA D 1998 Dash 8-Q400 PW150A CAE 6H MaxVue+ 3chCC 40x180 JAA D 2001 F-28 RR Spey-555-15P Thales S 3H SP1-T 4ch/6w 40x150 JAA C 1978 F-50 PW125B CAE 6H Image 4 3ch/6w 40x150 JAA C 1990 Jetstream 31/32 TPE331-012UAR-701H Reflectone 6H SPX 200HT 3ch/4w 40x150 JAA B 1990 MD80 PW JT8D-217C/219 Thales S U/D by CAE 6H Image 4 3ch/6w 40x150 JAA D 1989 Saab 2000 Allison GMA 2100A FSI 6H Raster XT 3chCC 40x180 JAA D 1995 Saab 340 340/CT7-9B GML/CAE 6H SP1-T 3ch/4w 40x150 JAA C 1984 Oxford Aviation Academy - UK, London Gatwick Tel: +44 (0)1293 543541 Email: sales@oaa.com A320 CFM/IAE Thales 6H Raster XT 3chCC 40x180 JAA D 1995 A320 CFM/IAE Thales 6H ESIG 3800GT 3chCC 40x180 JAA D 2001 B737-300 CFM56 Thales R 6H SP-X 500 3chCC 40x150 JAA C 1987 B737-700/800 CFM56 Thales 6H ESIG 3800GT 3chCC 40x180 JAA D 1999 B757/B767 GE/RR Thales R 6H SP-X 500 3chCC 40x150 JAA C 1996 B757/B767 GE/RR Thales R 6H ESIG 3800GT 3chCC 40x180 JAA C 1994 DC 10-10/30 CF6 Thales R 6H SP-X 200HT 3ch/4w 40x150 JAA C 1981 EMB 170/190 CF34-8E CAE 6H Tropos 3chCC 40x180 JAA D 2003 Oxford Aviation Academy - UK, London Heathrow Tel: +44 (0)1293 543541 Email: sales@oaa.com

A320 CFM/IAE Thales 6H ESIG 3800GT 3chCC 40x180 JAA D 1988 A330/A340 CFM/GE/RR Thales 6H ESIG 3800GT 3chCC 40x180 JAA D 2002 B737-300 CFM56 Thales R 6H SP-X 500 3chCC 40x150 JAA D 1991 Oxford Aviation Academy - UK, Manchester Tel: +44 (0)161 955 4058 Email: sales@oaa.com B737-300 CFM56 Thales 6H SP-X 500 3chCC 40x150 JAA C 1992 BAe 146-200 ALF 502R-5 Thales R 6H ESIG 3350GT 3chCC 40x150 JAA C 1986 BAe 146-200A/300A ALF 502R-5 Reflectone 6H ESIG 3350GT 3chCC 40x150 JAA B 1992 BAe ATP PW126/126A Reflectone 6H SPX 200 3chCC 40x150 JAA B 1991 Oxford Aviation Academy - UK, Oxford Tel: +44 (0)1862 841 234 Email: multipilotsales@oaa.com B737-400 CFM56 Frasca 6E FVS200TX 3ch/4w 40x150 JAA B 2001 B737-400 CFM56 Frasca 6E FVS200TX 3ch/4w 40x150 JAA B 2006 CAT MAGAZINE • ISSUE 4/2009

73

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

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Approval Level Initial Service & Authority Date

Pakistan International Airlines - Pakistan, Karachi Tel: +92 21 9044590 Email: m.khalid@piac.aero A310-300 CF6-C2A8 Thales 6H SP1-T 4ch/5w 40x200 CAA C 2006 B747-200 RB211 SL 6H SP1-T 3ch/4w 40x150 CAA C 2006 Pan Am International Flight Academy - USA, FL, Miami Tel: +1 877 394 2118 / +1 303 394 2118 Email: Gdarrow@PanAmAcademy.com B707-321B JT3D-3 Link 3H SP1 2w 40x60 FAA A 1966 B727-200 JT8D-15 Link 6H SP1 3ch/4w 40x150 FAA C 1981 B737-200 JT8D-15 Thales R 6H SP1 3ch/4w 40x150 FAA C 1995 B737-200 ADV JT8D-15 Thales R 6H SP2 3ch/4w 40x150 FAA C 1995 B737-300 CFM56-3B1 CAE USA (R) 6H SP3-T 3ch/4w 40x150 FAA C 1995 B737-400 CFM56-3B1 Thales R 6H Raster Flite 3chCC 40x180 FAA C 2008 B747-200 CF6-50E2 Thales S 6H SP1 3ch/4w 40x150 FAA C 1980 B747-200 CF6-50E2 Thales S 6H SP-X 250 3ch/4w 40x150 FAA C 1989 B747-400 CF6-80C2 CAE 6H SP-X 500 3chCC 40x150 FAA C 1990 B747-400 CF6-80C2 CAE 6H Tropos 6000 3chCC 40x150 FAA D 2009 B767-200 JT9D-7/CF6-80A Thales R 6H SP-X 250 3chCC 40x150 FAA C 1994 B767-200 JT9D-7 CAE 6H SP-X 500 3chCC 40x150 FAA C 1991 DC10-10 CF6-6 CAE 6H SP1 3ch/4w 40x150 FAA C 1982 DC9-30 JT8D-9 Link 6H Vital 4 3ch/4w 40x150 FAA C 1983 MD82 JT8D-217 Thales R 6H SP-X 200 3chCC 40x150 FAA C 1990 Pan Am International Flight Academy - USA, MN, Minneapolis Tel: +1 877 394 2118 / +1 303 394 2118 Email: Gdarrow@PanAmAcademy.com CRJ 200 CF34-3A1 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2001 CRJ 900 CF34-8C5 FSI 6E Vital 10 3chCC 40x180 FAA D 2008 ERJ 175 CF34-8 FSI 6E Vital 10 3chCC 40x180 FAA D 2009 Saab 340 A/B CT7-9 FSI 6H SP-X 500 3chCC 40x150 FAA D 1990 Saab 340 B CT7-9 CAE 6H MaxVue+ 3chCC 40x180 FAA D 1999 Pan Am International Flight Academy - USA, NV, Las Vegas Tel: +1 877 394 2118 / +1 303 394 2118 Email: Gdarrow@PanAmAcademy.com B737-200 JT8D-15 Link 6H SP3T 5ch/6w 40x200 FAA D 1985 B737-200 JT8D-9 CAE 6H SP-X 250 3ch/4w 40x150 FAA C 1987 MD82 JT8D-217 Thales S 6H SP-X 250 3ch/4w 40x150 FAA C 1988 MD87/88 JT8D-217C/219 CAE 6H SP1-T 3ch 40x150 FAA C 1988 Pan Am International Flight Academy - USA, OH, Cincinnati Tel: +1 877 394 2118 / +1 303 394 2118 Email: Gdarrow@PanAmAcademy.com A300-B4 CF6-50C2 LMT/Thomson 6H Vital 4 3ch/4w 40x150 FAA C 1985 B727-200 JT8D-15 Link 6H Vital 4 3ch/4w 40x150 FAA C 1993 DC8-71 CFM56-2 Link 3H SP1 2w 40x60 FAA B 1994 Pan Am International Flight Academy - USA, TN, Memphis Tel: +1 877 394 2118 / +1 303 394 2118 Email: Gdarrow@PanAmAcademy.com B727-200 JT8D-15 Thales R 6H SP3T 5ch/6w 40x200 FAA D 1993 Caravan PT6A-114 Rockwell Collins 6H MaxVue+ 3chCC 40x180 FAA D 1999 DC10-30 CF6-50 CAE 6H Vital 4 3ch/4w 40x150 FAA C 2000 DC10-30 CF6-50 Link-Miles/Opinicus 6H ESIG3350 3ch/4w 40x150 FAA C 1976 Philippine Airlines - Philippines, Pasay City Tel: +632 8540280/81 Email: edmon_quizon@pal.com.ph B737-300/400 CFM56-3B1 Thales 6H Image 4 500 3chCC 40x150 CAA D 1993 Qantas - Australia, Melbourne Tel: +61 2 9691 7727 Email: wallyrutledge@qantas.com.au A330-200 CF6 CAE 6E Tropos 6000 3chCC 40x180 CASA D 2008 B737-300 CFM CAE 6H SP1-T 5ch/6w 40x200 CASA D 1986 B737-400 CFM CAE 6H Vital 7 3ch 40x150 CASA D 1989 B737-800 CFM Thales 6H EP-1000CT 3chCC 40x150 CASA D 2002 B737-800 CFM CAE 6E Tropos 6000 3chCC 40x180 CASA D 2008 Qantas - Australia, Sydney Tel: +61 2 9691 7727 Email: wallyrutledge@qantas.com.au A330-200 CF6 Thales 6H EP1000 3chCC 40x150 CASA D 2008 A380-800 RR CAE 6H EP1000 3chCC 40x150 CASA D 2007 B747-300 RR Thales S 6H SP1-T 4ch/5w 40x180 CASA C 1982 B747-400 RR Thales S 6H EP1000 3ch 40x150 CASA D 1989 B747-400 RR Thales S 6H EP1000 3ch 40x150 CASA D 1989 B747-400 RR CAE 6H EP1000 3ch 40x150 CASA D 1991 B767-300ER GE CF6 Thales S 6H Image 4-600 3ch 40x150 CASA D 1990 B767-300ER GE CF6 Thales 6H EP1000 3chCC 40x150 CASA D 2003 B787 GEnX CAE 6E Tropos 6000 3chCC 40x180 CASA D 2009 Dash 8 Q300/100 PW 123E/ PW 120A FSI 6E EP1000 3chCC 40x150 CASA D 2009 Dash 8 Q400 PW 150A FSI 6E EP1000 3chCC 40x150 CASA D 2008 74

CAT MAGAZINE • ISSUE 4/2009

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Approval Level Initial Service & Authority Date

Dash 8-100 PW 120A CAE 6H MaxVue+ 3ch 40x150 CASA D 1996 Qatar Airways - Qatar, Doha

A320 CFM56/ V2500 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2008 A330/A340 CFM56-5C Thales 6H EP-1000CT 3chCC 40x180 FAA D 2008 B777 GE 90 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2008 Royal Air Maroc - Morocco, Casablanca Tel: +212 22 912820 Email: abelhouari@royalairmaroc.com B727-200 JT8D-9 CAE 6H Vital 3 2w 40x60 JAA B 1980 B727NG CFM26/24 FSI 6H EP1000 3chCC 40x150 JAA D 2005 B737-400/500 CFM56 CAE 6H Vital 7 3chCC 40x150 FAA D 1993 Royal Brunei Airlines - Brunei Darussalam, Bandar Seri Begawan Tel: +673 2 339236 Email: efjeffra@rba.com.bn B757-200ER/ RB211-535E4/ Thales 6H SPACE 3chCC 40x180 JAA C 1997 B767-300ER PW4056 Rudradev Aviation - India, Chennai

A320 CFM56 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2008 B737NG CFM56-7B26 Thales 6H EP-1000CT 3chCC 40x180 FAA D 2008 RWL German Flight Academy - Germany, Monchengladbach Airport Tel: +49 2161 689054 Email: w.plesch@rwl-flight.de B737-300/400 CFM56 CAE 6H Vital 7 3chCC 40x150 JAA C 1990 B737-800 CFM56 Thales 6H ESIG 3350GT 3chCC 40x180 JAA D 1998 Ryanair - UK, East Midlands Airport Tel: +44 (0)1332 815 964 Email: keilt@ryanair.com B737-800 CFM56-7B27 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2001 B737-800W CFM56-7B26/27 CAE 6H MaxVue+ 5chCC 40x200 JAA D 2007 B737-800W CFM56-7B26/27 CAE 6H MaxVue+ 5chCC 40x200 JAA D 2007 Ryanair - UK, London Stanstead Airport Tel: +44 (0)1332 815 964 Email: keilt@ryanair.com B737-800W CFM56-7B26 CAE 6E Tropos 6200 3chCC 40x180 JAA B 2008 B737-800W CFM56-7B26 CAE 6E Tropos 6200 3chCC 40x180 JAA B 2008 Ryanair - UK , East Midlands Airport Tel: +44 (0)1332 815 964 Email: keilt@ryanair.com B737-800 CFM56-7B27 CAE 6H MaxVue+ 5chCC 40x200 JAA D 2004 S7 Aviation Training Center - Russia, Moscow Tel: +7 495 651 0665 Email: training@s7.ru A320-200 CFM56-5B4 Thales 6H EP-1000CT 5chCC 40x200 JAA D 2009 Sabenavita Training Center - Lithuania, Vilnius Tel: +370 687 49935 Email: d.gintautas@sabenavita.lt

B737-500 CFM56-3C1 Thales R 6H SPX-500 T 3chCC 40x180 JAA D 1991 Saudi Arabian Airlines - Saudi Arabia, Jeddah Tel: +966 26864163 Email: mdeeb@saudiairlines.com

A300-600R JT9D Thales S 6H SP3T 3chCC 40x150 Saudi GACA A 1985 A320-200 CFM 56-5B4 CAE 6E EP-1000CT 5chCC 40x200 Saudi GACA D 2009 A320-200 CFM 56-5B4 CAE 6E EP-1000CT 5chCC 40x200 Saudi GACA D 2009 B737-200 JT8D-17A Thales R 4H Novoview 6000 2w 40x80 Saudi GACA A 1977 B747-100 RR RB211 Thales S 6H SP1 3ch/4w 40x90 Saudi GACA A 1983 B747-300 RB211 524-D4-4DX Thales 6H ESIG 3800GT 3chCC 40x150 Saudi GACA C 1983 B747-400 GE CF6-80C2 B5F Thales 6H ESIG 3800 5chCC 40x200 Saudi GACA D 2005 B777-200 GE 90 Thales 6H ESIG 3800GT 5chCC 40x200 Saudi GACA D 2000 EMB 170 CF34-8E CAE 6H EP-1000CT 3chCC 40x150 Saudi GACA D 2006 MD90-30 V2500 Thales 6H ESIG 3800GT 5chCC 40x200 Saudi GACA D 2000 MD90-30 V2500 Thales 6H ESIG 3800GT 5chCC 40x200 Saudi GACA D 2001 Senasa - Spain, Madrid Tel: +34 91 329 1032 Email: planning@senasa.es A340-300 CFM56-5C4 Thales 6H ESIG 3350GT 3chCC 40x150 JAA D 1999 B757-200 RR RB211-535E4 FSI 6H Vital 7 3ch/4w 40x150 JAA D 1993 Citation III/VII TFE-731 FSI 6H Vital 4 3ch/4w 40x150 JAA C 1993 Shanghai Airlines - China, Shanghai

B737-800 CFM56-7B26 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2006 B737-800 CFM56-7B26 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2006 Shanghai Eastern Flight Training Co. - China, Shanghai Tel: +86 21 50480099 Email: shiyonghong@ceaftc.com

A300-600R CF6-80/PW4185 Thales 6H Tropos R300 3chCC 40x180 CAAC D 1998 A320 CFM56-5B4/IAE 2527-A5 CAE 6H Tropos R200 3chCC 40x180 CAAC D 2003 A320 CFM56-5B4/IAE 2527-A5 CAE 6H Tropos R200 3chCC 40x180 CAAC D 2003 CAT MAGAZINE • ISSUE 4/2009

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Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

A320 CFM56-5B4/IAE 2527-A5 CAE 6H Tropos R300 5chCC 40x200 CAAC D 2006 A320 CFM56-5B4/IAE 2527-A5 CAE 6H Tropos R6400 5chCC 40x200 CAAC D 2007 A330-200/A340-600 A330: RR Trent 773B-60/ CAE 6H Tropos R300 5chCC 40x200 CAAC D 2006

PW 4168A

A340: RR Trent 556-61 B737 CFM56-7B24/7B26/7B27 CAE 6H Tropos R200 3chCC 40x180 CAAC D 2004 Shenzhen Airlines - China, Shenzhen

A320 CFM56-5B4/IAE 2527-A5 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2008 A320 CFM56-5B4/IAE 2527-A5 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2008 B737NG CFM56 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2006 B737NG CFM56 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2006 B737NG CFM56 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2008 B737NG CFM56 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2008 Sichuan Airlines - China, Chengdu

A320 CFM56-5B4/IAE 2527-A5 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2008 A320 CFM56-5B4/IAE 2527-A5 Thales 6H EP-1000CT 3chCC 40x180 CAAC D 2008 SimCom Training Centers - UK, Humberside Tel: +1 407 275 1050 / 800 272 0211 Email: rcsuy@simulator.com BAe Jetstream 41 TPE331-146GR/HR CAE USA (R) 6H SP-X 200 3chCC 40x180 JAA B 1995 SimCom Training Centers - USA, AZ, Phoenix Tel: +1 407 275 1050 / 800 272 0211 Email: rcsuy@simulator.com Beech KA90 PW PT6A-21 FSI 6H Vital VII 3chCC 40x180 FAA C 1991 Citation II PW JT15D-4 PAIFA/SimCom 6E Raster NX1 3ch/4w 40x150 FAA B 2001 SimCom Training Centers - USA, FL, Orlando Tel: +1 407 275 1050 / 800 272 0211 Email: rcsuy@simulator.com BAe Jetstream 41 TPE331-146GR/HR CAE USA (R) 6H SP-X 500HT 3chCC 40x180 FAA C 1995 Beech BE-400A PW JT15D-5 SimCom 6H Rasterflite 3ch/4w 40x150 FAA C 2007 Citation II PW JT15D-4 CAE/NLX 6H Vital IV 3ch/4w 40x150 FAA C 2000 CitationJet 525 Williams FJ44-1A SimCom 6H Raster NX1 3ch/4w 40x150 FAA C 2007 Do328Jet PW306B CAE 6H MaxVue+ 3chCC 40x180 FAA D 2001 HS125-800 Garrett TFE 731-5BR-1H ASE/PAIFA/SimCom 6H Raster NX1 3ch/4w 40x150 FAA C 2002 Learjet 35 Garrett TFE 731-2 PAIFA/ASE 6H Raster NX1 3ch/4w 40x150 FAA C 1999 Ultra PW JT15D-5D SimCom 6E Rasterflite 3chCC 40x180 FAA C 2008 Simtec Simulation - Germany, Braunschweig Tel: +49 531 215 390 Email: i.fellmann@simtec.de Do228-200 Garrett TPE331 Simtec 6H Raster NX2 2w 40x60 JAA A 1992 Singapore Airlines - Singapore, Singapore Tel: +65 65403614 Email: huikwan_low@singaporeair.com.sg A340-300 CFM56-5C4 CAE 6H MaxVue+ 3chCC 40x150 CAA C 1996 A380 RR Trent 900 Thales 6H EP-1000CT 3chCC 40x180 JAA D 2006 B747 PW4056/CF-80C2-B1F CAE 6H MD Vital 7 3chCC 40x150 CAA C 1992 B747 PW4056 Thales 6H SP-X 550 3chCC 40x150 CAA C 1993 B777 Trent 884 CAE 6H MaxVue+ 3chCC 40x150 CAA C 1997 B777 Trent 892 CAE 6H MaxVue+ 3chCC 40x150 CAA D 2001 B777 RR892 Thales 6H EP1000CT 3chCC 40x150 CAA D 2003 Sofia Flight Training - Bulgaria, Sofia Tel: +359 2 945 90 56 Email: office@sofiaflighttraining.com MD82/83 JT8D-217/219 Link 6H Image 2T 5ch/6w 40x200 JAA C 1988 South African Airways - South Africa, Johannesburg Tel: +27 11 978 3308/9 Email: john.rodgers@flysaa.com

A320-200 IAE V2500/CFM56 CAE 6H Tropos 3chCC 40x150 SA CAA/UK CAA D 2004 A340-600 RR Trent 556 CAE 6H Tropos 3chCC 40x180 SA CAA/UK CAA D 2002 B737-200 JT8D-17A Thales 6H SP2 3ch/4w 40x150 SA CAA C 1982 B737-700/800 CFM56-7 FSI 6H ChromaView 3chCC 40x150 SA CAA/UK CAA C 2000 B747-400 RR RB211-524H Thales 6H SP-X 500 3chCC 40x150 SA CAA/UK CAA D/C 1992 Southwest Airlines - USA, TX, Dallas Tel: +1 214 792 1404 Email: joe.marott@wnco.com B737-300 CFM56-3 Thales R 6H ESIG 3350GT 3chCC 40x150 FAA C 1997 B737-300 CFM56-3 Thales R 6H ESIG 3350GT 3ch 40x150 FAA C 1986 B737-300 CFM56-3 CAE USA (R) 6H ESIG 3350GT 3chCC 40x150 FAA C 1994 B737-700 CFM56-7 Thales 6H ESIG 3350GT 3chCC 40x150 FAA D 1998 B737-700 CFM56-7 CAE 6H ESIG 3350GT 3chCC 40x150 FAA D 2002 B737-700 CFM56-7 CAE 6H ESIG 3350GT 3chCC 40x150 FAA D 2002 B737-700 CFM56-7 CAE 6H ESIG 3350GT 3chCC 40x150 FAA D 2006 B737-700 CFM56-7 CAE 6H RCEP 1000 3chCC 40x150 FAA D 2009 76

CAT MAGAZINE • ISSUE 4/2009

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

Sukhoi - Russia, Moscow

SSJ SaM146 Thales 6H EP-1000CT 3chCC 40x180 JAA D 2008 SaM146 Thales 6H EP-1000CT 3chCC 40x180 JAA D 2008 SSJ SSJ SaM146 Thales 6H EP-1000CT 3chCC 40x180 JAA D 2008 SwissAviation Training Ltd. - Germany, München Tel: +41 79 820 1162 Email: christian.walgenbach@swiss-aviation-training.com EMB 190 GE CF34 10E CAE 6H Tropos 6000 3chCC 40x180 JAA D 2009 SwissAviation Training Ltd. - Switzerland, Zurich Tel: +41 79 820 11 62 Email: ron.teichmann@swiss-aviation-training.com A321-100 CFM56 Thales 6H MaxVue+ 3chCC 40x180 JAA D 1994 CFM56 Thales 6H MaxVue+ 3chCC 40x180 JAA D 1994 A321-100 A330/A340 PW/GE/RR/CFM CAE 6H MaxVue B 3chCC 40x180 JAA D 1998 PW/GE/RR/CFM CAE 6H MaxVue B 3chCC 40x180 JAA D 2000 A330/A340 EMB 170 GE CF34 8E CAE 6H MaxVue+ 3chCC 40x180 JAA D 2003 RR AE 3007 A1 CAE 6H MaxVue+ 3chCC 40x180 JAA D 2005 ERJ 145 MD 11 PW/GE CAE 6H MaxVue B 5chCC 40x210 JAA D 1990 (owned by LFT) MD 83 PW JT8D-219 CAE 6H HiVis IV 5chCC 40x210 JAA C 1991 TAP Portugal - Portugal, Lisbon Tel: +351 21 841 5886 Email: scruz@tap.pt A320 CFM56/V2500 Thales 6H ESIG 3350GT 3chCC 40x150 CAA D 1998 A330-200/A340-300 PW/GE/RR/CFM Thales 6H ESIG 3350GT 3chCC 40x150 CAA D 1997 Thai Airways International - Thailand, Bangkok Tel: +66 2 545 3624 Email: numpet.y@thaiairways.com

A300-600R PW4158 Thales 6H ESIG 3350GT 3chCC 40x180 Thai CAA PIII D 1987 PW4168 Thales 6H ESIG 3350GT 3chCC 40x180 IQTG L2 1998 A330-300 A340-600 RR Trent 556-61 Thales 6H EP-1000CT 3chCC 40x200 IQTG L2 2006 B737-400 GE CFM56-3C Thales 6H SP-X 550HT 3chCC 40x150 Thai CAA PIII D 1992 GE CF6-80C-B1F Thales 6H SP-X 550HT 3chCC 40x150 Thai CAA PIII D 1992 B747-400 B777-200/300 RR Trent 875/892 Thales 6H ESIG 3350GT 3chCC 40x180 IQTG L2 1998 Transport Canada - Canada, Ottawa Tel: +1 613 998 3527 Email: sharonm@tc.gc.ca Citation II (550) JT15D CAE 6H Tropos 3ch/4w 40x150 TC D 1993 Turkish Airlines - Turkey, Istanbul Tel: +90 212 426 45 49 / +90 212 426 61 67 Email: turkish.ftc@thy.com A320 CFM56-5B4/IAE V2527-A5 Thales 6H EP-1000CT 3chCC 40x200 JAA D 2007 B737-400 CFM56-3C-1 Thales 6H Image 4 600PT 3chCC 40x150 JAA D 1995 B737-800 CFM56-7B CAE 6H ESIG 3350GT 3chCC 40x180 JAA D 2000 LF507-1F CAE USA (R) 6H ESIG 3350GT 3chCC 40x180 JAA D 1997 BAe Avro RJ-100 United Airlines - USA, CO, Denver Tel: +1 303 780 3600 Email: flight.training@unitedsvcs.com A320-232 #1 V2527-A5 Thales T 6H SP-X 550 3chCC 40x150 FAA D 1994 A320-232 #2 V2527-A5 Thales T 6H ESIG 3350 3chCC 40x150 FAA D 1997 V2527-A5/CFM56 Thales T 6H ESIG 3350 3chCC 40x150 FAA D 1998 A320-232 #3 A320-232 #4 V2527-A5/CFM56 Thales T 6H ESIG 3350 3chCC 40x150 FAA D 1999 A320-232 #5 V2527 Thales 6H ESIG 3350 3chCC 40x180 FAA D 2002 B737-222 #3 JT8D-7B Conductron 6H CGI 2ch 40x60 FAA A 1968 B737-291 #4 JT8D-17 CAE 6H SP-X 550 3chCC 40x150 FAA D 1987 B737-322 #5 GE CFM56-3B2 CAE 6H SP-X 550 3chCC 40x150 FAA D 1987 B737-322 #6 GE CFM56-3B2 CAE 6H SP-X 550 3chCC 40x150 FAA D 1988 B737-322 #7 GE CFM56-3B1 CAE 6H SP-X 550 3chCC 40x150 FAA C 1989 B737-322 #8 GE CFM56-3B1 CAE 6H SP-X 550 3chCC 40x150 FAA D 1990 B747-238 #2 JT9D-7J Thales R 6H SP-X 250 3chCC 40x150 FAA C 1992 B747-422 #1 PW 4056 CAE 6H SP-X 500 3chCC 40x150 FAA D 1989 B747-422 #2 PW 4056 CAE 6H SP-X 500 3chCC 40x150 FAA D 1993 B747-422 #3 PW4056/CF6-80/RB211-524 CAE 6H ESIG 3350 3chCC 40x150 FAA D 1998 B747-422 #4 PW4056/CF6-80/RB211-524 CAE 6H ESIG 3350 3chCC 40x150 FAA D 1998 PW2037 CAE 6H SP-X 500 3chCC 40x150 FAA D 1991 B757-222 #1 B757-222 #2 PW2037 CAE 6H SP-X 250 3chCC 40x150 FAA D 1992 PW2037/RB211-535E4 CAE 6H ESIG 3350 3chCC 40x150 FAA D 1997 B757-222 #3 B767-222 JT9D-7R-4D CAE 6H SP-1T 2ch 40x60 FAA A 1982 B767-300ER PW4060 CAE 6H SP1 2ch 40x60 FAA A 2000 B767-322ER PW4060 CAE 6H SP1 2ch 40x60 FAA A 1992 B777 A/IGW #1 PW4077/PW4090/GE90-76B/ Thales T 6H ESIG 3350 3chCC 40x150 FAA D 1994

GE90-90B/ RR Trent 889 B777 A/IGW #2 PW4077/PW4090/GE90-76B/ Thales T 6H ESIG 3350 3chCC 40x150 FAA D 1997

GE90-90B/ RR Trent 889 CAT MAGAZINE • ISSUE 4/2009

77

Civil Full Flight Simulator Census

Aircraft Engines Type

Simulator Manufacturer

Motion Axes

Image Generator

Display System

Approval Level Initial Service & Authority Date

B777-200 IGW PW4077/PW4090/GE90-76B/ Thales T 6H ESIG 3350 3chCC 40x150 FAA D 1997

GE90-90B/ RR Trent 889 United Parcel Service - USA, AK, Anchorage Tel: +1 502 359 1010 Email: bvenice@ups.com B747-400F CF6-80C2 CAE 6H EP1000GT 3chCC 40x180 FAA D 2007 MD11F PW4460 CAE 6H EP1000GT 3chCC 40x180 FAA D 2008 United Parcel Service - USA, KY, Louisville Tel: +1 502 359 1010 Email: bvenice@ups.com A300-600F PW4158 Thales 6H ESIG 3800GT 3chCC 40x180 FAA D 2000 B727-100 RR Tay Thales R 6H ESIG 3800GT 3chCC 40x150 FAA D 1991 B757-200 PW2040 Thales R 6H ESIG 3800GT 3chCC 40x150 FAA D 1990 B757-200 RR RB211 Thales R 6H ESIG 3800GT 3chCC 40x150 FAA D 1995 B767-300ER CF6-80C2 Thales 6H EP1000GT 3chCC 40x180 FAA D 2009 DC8-71 CFM56 Thales R 6H ESIG 3800GT 3chCC 40x150 FAA D 1991 MD11F PW4460 CAE 6H ESIG 3800GT 3chCC 40x150 FAA D 2002 University of Alaska Anchorage - USA, AK, Anchorage Tel: +1 907 786 7200 Email: ansmh@uaa.alaska.edu Caravan 208B PT6 Frasca 6E Saturn 3ch/4w 40x150 FAA B 2002 US Airways - USA, NC, Charlotte Tel: +1 704 359 2770 Email: cassandra_ramos@usairways.com A320-200 CFM56 CAE 6H MaxVue+ 3chCC 40x180 FAA D 1999 A320-211 CFM56 CAE 6H MaxVue+ 3chCC 40x180 FAA D 1999 A330-323 PW4168 CAE 6H MaxVue+ 3chCC 40x180 FAA D 1999 B737-300 CFM56 CAE 6H Image IIT 3chCC 40x150 FAA C 1988 B737-300 CFM56 CAE 6H Image IIT 3chCC 40x150 FAA C 1989 B757-200 RB211 CAE 6H Vital 4 3chCC 40x150 FAA C 1992 CRJ 200 CF34 CAE 6H MaxVue+ 3chCC 40x180 FAA D 2004 DHC 8-100 PW120 CAE 6H Image IIT 3chCC 40x150 FAA C 1992 ERJ 190 CF34 CAE 6H Tropos 3chCC 40x150 FAA C 2004 US Airways - West Flight Training Center - USA, AZ, Phoenix Tel: +1 480 693 5357 Email: dee.rush@usairways.com

A320 V2500 Thales 6H ESIG 3800GT 3chCC 40x150 FAA D 2002 A320 V2500 CAE 6H SPX-200 3chCC 40x150 FAA C 1991 A320 V2500 Thales T 6H SP1-T 3chCC 40x150 FAA C 1987 B737-300 EFIS CFM56 CAE 6H SP-X 200 3ch/4w 40x150 FAA C 1992 B757-200 RR RB211 CAE 6H SPX-200 3chCC 40x150 FAA C 1990 USA Jet Airlines - USA, MI, Belleville Tel: +1 734 483 7833 DC9-30 JT8D-7 Redifun 3H SP1 2w 40x60 FAA A 1969 WestJet Airlines - Canada, Calgary Tel: +1 403 444 6244 Email: pkiely@westjet.com B737-700NG CFM56 CAE 6H CAE Tropos 3chCC 40x150 FAA D 2001 B737-700NG CFM56 CAE 6H CAE Tropos 3chCC 40x150 FAA D 2003 B737-700NG CFM56 CAE 6H CAE Tropos 3chCC 40x150 FAA D 2006 ZFB Zentrum fur Flugsimulation Berlin GmbH - Germany, Berlin Tel: +49 30 315 9040 Email: info@zfb-berlin.de A330/A340 CFM56/C46 CAE 6H SP-X 550 3chCC 40x150 JAA D 1993 Zhuhai Xiang Yi Aviation Technology Co. Ltd. - China, Zhuhai Tel: +86 756 3213580 Email: market@zhftc.com A320 #1 CFM56-5B4/IAE 500-A1 CAE 6H MaxVue+ 3chCC 40x180 CAAC D 1999 A320 #2 IAE V2527-A5 CAE 6H Tropos 3chCC 40x180 CAAC D 2004 A320 #3 CFM56-5B4/ IAE 2527-A5 CAE 6H Tropos 3chCC 40x180 CAAC D 2005 A320 #4 CFM56-5B4/ IAE 2527-A5 CAE 6H Tropos 5chCC 40x200 CAAC D 2007 A320 #5 CFM56-5B4/ IAE 2527-A5 CAE 6E Tropos 6000 3chCC 40x180 CAAC D 2009 A320 #6 IAE 2527-A5 CAE 6E Tropos 6000 3chCC 40x180 CAAC D 2009 A330 RR Trent 772B-60/ PW4168A CAE 6H Tropos 5chCC 40x200 CAAC D 2007 B737-300 #1 CFM56-3B2 CAE 6H Image IV 3chCC 40x150 CAAC C 1991 B737-300 #2 CFM56-3B2 CAE 6H MaxVue 2000 3chCC 40x150 CAAC C 1994 B737-800 #1 CFM56-7B26 CAE 6H MaxVue+ 3chCC 40x180 CAAC D 2002 B737-800 #2 CFM56-7B27/CFM56-7B26/ CAE 6H Tropos 5chCC 40x200 CAAC D 2006

CFM56-7B24 B737-800 #3 CFM56-7B27/CFM56-7B26/ CAE 6H Tropos 5chCC 40x200 CAAC D 2007

CFM56-7B24 B757-200 RB211-535E4 CAE 6H MaxVue+ 3chCC 40x150 CAAC C 1991 B777-200 GE90-90B/GE90-76B/ CAE 6H MaxVue A+ 3chCC 40x150 CAAC C 1995

PW4070 EMB 145 AE3007A1 CAE 6H Tropos 3chCC 40x150 CAAC D 2005 78

CAT MAGAZINE • ISSUE 4/2009

Simulation & Training company listing

Simulation & Training Company Listing For a listing of all Airline operated simulation and training centers see the CAT Full Flight Simulator Census in this issue or go to www.halldale.com/SimulatorCensus.aspx. For a full listing of over 1000 simulation and training providers please visit www.halldale-directories.com.

8020 1ST Pegasus Consulting 2FlyPlanes

www.8020.it www.1stpegasus.com www.2flyplanes.com

2Flyplanes is a manufacturer of advanced Flight Navigation Procedure Trainers/ Simulators (FNPT) for some of the best selling commercial aircraft in the world.

Our Products are high quality and high fidelity and are manufactured to conform to the internationally recognized European JAR STD.

3D Perception 3D Solve A.D.T.C. Abaris Training ABS Jets AC&S GmbH ACA Integrated Communications Acar Quality Consultancy Ltd. Co. ACCESS Assistance Acron Capability Engineering, Inc ACS Hydraulics, Inc. Active Aerospace Training Inc. Active Aviation Training & Consulting (ASCG) AcuSoft, Inc. Adacel Inc. ADR, Inc. ADTS

www.3d-perception.com www.3dsolve.com www.adtcsystems.com www.abaris.com www.absjets.com www.acns.de www.bosee.com www.acarkalite.com www.aircareaccess.com www.acroneng.com www.acshydraulics.com www.activeaerospace.com www.activescg.com www.acusoft.com www.adacel.com www.adr.biz www.adts.aero

Advanced Simulation Technology inc. www.asti-usa.com Advanced Systems Technology, Inc. www.astcorp.com Advantage Technical Consulting www.advantage-business.co.uk Aechelon Technology, Inc www.aechelon.com AEgis Technologies www.aegistg.com Aero Simulation, Inc. www.aerosimulation.com Aeronautical Management Technology Department http://eastair.east.asu.edu Aeronautical Systems Engineering, Inc. www.aerosyseng.com AeronautX Luftfahrtschule GmbH www.aeronautx.at Aeroservice Aviation Center www.aeroservice.com Aerosim Technologies, Inc. www.aerosim.com Aerosim’s simulation based training tools for ground school and flight training have application in classroom, computer lab, and distance learning environments. They are used worldwide by aircraft manufacturers, commercial airlines, flight training centers and universities for training of flight management procedures, flight operations, and maintenance.

Aerospace Consulting & Services

www.acns-gmbh.com

Aerospace Defense Alliance Marketing Services (ADAMS) www.rickadamscommunications.com

AEROSTUDIES Inc. Aerotech World Trade Limited AGT AgustaWestland Air Academy Hastings Air Affairs (UK) Ltd Air Canada Pilots Association

www.aerostudies.com www.aerotech.uk.com/networkingsolutions/ www.appliedglobal.com www.agustawestland.com www.airhb.co.nz www.airaffairs.co.uk www.winterops.ca

F&E Aerospace is one of the most influential names in aerospace events management, with a reputation for delivering event excellence. Its flagship Dubai Airshow joins an impressive portfolio of complementary shows and exhibitions such as MEBA (Middle East Business Aviation), MRO Middle East, AIME (Aircraft Interiors Middle East) and ADTS (Aerospace & Defence Training Show).

The Air Canada Pilots Association (ACPA) is the largest association of professional pilots in Canada.The pilots of ACPA recognize that their first and greatest responsibility is the safety, well-being and comfort of the passengers entrusted in their care. With this responsibility in mind, ACPA embraces the motto “Safety with Integrity.”

Adval Learning Solutions Ltd Advanced Computer Concepts, Inc. Advanced Information Systems Group, Inc Advanced Interactive Systems Advanced Motion Technologies, Inc. Advanced Rotorcraft Technology Inc

Air France

www.adval.co.uk www.accinc.us www.aisg.com www.ais-sim.com www.advancedmotion.net www.flightlab.com

Advanced Rotorcraft Technology, Inc. (ART) has served the aerospace industry since 1982 with our specialized consulting skills, computer aided engineering tools, flight dynamics models, simulation productivity tools. We offer a wide range of training solutions that include Virtual Training Suites, Flight Training Devices, and Full Flight Simulators. Our customers include Military, Commercial, Academic, and Government Organizations around the World.

Advanced Simulation Corporation

www.advsim.com

www.airfrance-flightacad.com

Air France Training Center has Flight Simulators, on dry-lease (A320, A330/340, B777, B747-400) and MCC course on A320 and A320 Type Rating. Cabin simulators and Safety & Rescue devices are also available on wet-lease. Our Training Centers are located near Paris.

Air France Consulting www.airfranceconsulting.airfrance.com Air Navigation Service of the Czech Republic www.ans.cz Air Service Training (Engineering) Ltd. www.airservicetraining.co.uk Air Transport Association of Canada www.atac.ca Air Transport Group www.cranfield.ac.uk/soe/airtransport Air Transport Training College www.attc.edu.sg CAT MAGAZINE • ISSUE 4/2009

79

Simulation & Training company listing

Airbus www.airbus.com/en/services/customer-services/training/ AirCare Crews www.aircarecrews.com AirCare International LTD www.facts-aircare.com AirCare Solutions Group www.aircaresolutionsgroup.com AIRCLASS www.airclass.fr Aircraft Certified Engineering www.mycomp.nl Aircraft Engineering Training Solutions (AETS) Ltd www.aetsltd.com Aircraft Instrument Specialists Inc., www.aircraftinstrument.com Aircraft Simulation Services Ltd. www.airsimservices.com Aircraft Training Center www.atcargentina.com.ar Airline Training Associates Ltd. www.airlinetraining.co.uk Airline Training Solutions Ltd www.flightattendant4u.com Airwork NZ Ltd. www.airwork.co.nz Alelo Inc. www.alelo.com Alenia Aeronautica www.alenia-aeronautica.it Alliance Infotech Pvt Ltd www.alliance-infotech.com AlphaBravo www.alphabravo.com ALSIM simulator manufacturer www.alsim.com Alteon www.alteontraining.com Altia, Inc. www.altia.com Amberwood FTC www.ftpilottraining.com Ameco Aviation College www.ameco.com.cn American 3B Scientific www.a3bs.com American Systems www.americansystems.com AMI Instruments, A Division of L-3 Communications www.link.com/ami-products.html AMST Systemtechnik GmbH Analytical Graphics, Inc. Anark Corporation Anglo-Continental Animazoo UK Ltd Antech Consulting AB Anteon Antycip Simulation AOG, Inc. AOS Pty Ltd AP Labs Applied Computer Systems, Inc. Applied Courseware Technology, Inc. Applied Dynamics International Applied Science Laboratories APS Aviation Inc. APS Emergency Maneuver Training AQT Solutions Argon Electronics PPL Ariane Information Arraid, Inc. Ascension Technology Corporation Ashford Technologies Inc. Ashgate Publishing Ltd. Asia Pacific Flight Training Asian ATR Training Centre Aspîre ASTech Asysco Plc Atlantic Flight Training Atlantic Link Atlantis Close Protection Atlantis Systems International, Inc. AT-One EEIG ATSIM, Inc. 80

CAT MAGAZINE • ISSUE 4/2009

www.amst.co.at www.agi.com www.anark.com www.anglo-continental.com www.animazoo.com www.antech.se www.anteon.com www.antycipsimulation.com www.aoginc.com www.aosgrp.com www.aplabs.com www.acs-linksystems.com www.integreator.com www.adi.com www.a-s-l.com www.adga.ca www.apstraining.com www.aqtsolutions.com www.argonelectronics.com www.ariane-info.com www.arraid.com/ www.ascension-tech.com www.ashford.ca www.ashgate.com www.asiapacificflighttraining.com www.asianatr.com www.aspirecl.com www.astech.ie www.asysco.co.uk www.flyaft.com www.atlantic-link.co.uk www.atlantiscloseprotection.com www.atlantissi.com www.at-one.aero www.atsim.com

AudioSoft Ltd. www.audiosoft.co.uk Automated Systems in Aircraft Performance, Inc. www.asapinc.net AVEOS Technical Training www.aveos.com AviaTraining AS www.aviatraining.no Aviation Australia www.aviationaustralia.aero Aviation Learning, Inc. www.aviationlearning.com Aviation Management & Consulting Services Ltd. www.amcos.eu Aviation Management Inc., LLC (AMI) www.aviationmanagement.aero Aviation Simulation Technology, Inc. www.ast-simulators.com Aviation Training Center www.atcseattle.com Aviation Training Center of Tunisia www.atct.com.tn ATCT is the pioneer in the aviation training industry in Tunisia. ATCT supplies civil aviation training for the Airbus A320 /A330-A340 Family to local and international carriers (cockpit and maintenance flight crews). ATCT is equipped with the latest Thales technology (FFS and FTD) in order to comply with international regulations and standards.

Aviation Training International Limited AviationInsecurity.com Avionco Avsoft, LLC AvStar Media, LLC AVT Simulation AvTraining Solutions LLC AXIS Flight Training Systems GmbH

www.atil.co.uk www.AviationInsecurity.com www.avionco.com www.avsoft.net www.avstarmedia.com www.avtsim.com www.avtrainingsolutions.com www.axis-simulations.at

AXIS Flight Training Systems is a Flight Simulator manufacturer based in Europe.

We supply training equipment in compliance with all regulatory standards for all types of aircraft. We deliver complete Training Systems, starting with FTDs or FNPTs (FAA Level 1 to 6) up to the highest Level D Full Flight Simulators.

Aydin Displays, Inc. B&G Instruments Inc. BAE Systems Australia Pty Ltd. BAE SYSTEMS C-ITS AB BAE SYSTEMS Training Solutions Baines Simmons Limited Balluff Baltic Aviation Academy Barco Simulation Bell Helicopter Textron Ben Air Flight Academy NV benntec Systemtechnik GmbH Bespoke Training Systems Ltd BF Scandinavian Aviation Academy Bihrle Applied Research Inc Binghamton Simulator Company Binghamton University BioGraphic Technologies, Inc. Bizjet Training

www.aydindisplays.com www.bginstruments.us www.baesystems.com/australia www.baesystemsc-its.com www.baesystems.com www.bainessimmons.com www.balluff.com/flightsimulator www.flylaltraining.com www.barco.com/simulation www.bellhelicopter.textron.com www.bafa.be www.benntec.de www.bespoketrainingsystems.co.uk www.bfsaa.se www.bihrle.com www.bsc.com www.wtsn.binghamton.edu/coned www.biographictech.com www.bizjet-training.com

Bizjet Training Ltd. is a small but progressive company operating from its new facility, located close to Luton Airport. We are a Part 147 approved training establishment, specialising in systems related training for the Hawker Beechcraft (BAe), 125 series of aircraft. We are able to undertake other aviation related training.

Black Cat Displays Limited

www.blkkat.com

Blue Ridge Simulation, Inc. BMT Reliability Consultants BNH Expert Software Inc. Bohemia Interactive Australia Bombardier Aerospace Training Centre Booz Allen & Hamilton Inc. Bosch Rexroth B.V. Boston Dynamics Inc

www.blueridgesimulation.com www.bmtrcl.com www.bnhexpertsoft.com www.vbs2.com www.batraining.com www.bah.com www.boschrexroth.com/s&e www.bostondynamics.com

Bournemouth Commercial Flight Training Centre www.bournemouthcommercialflighttraining.co.uk

Braathens ASA BrightSide Technologies Brightwave Ltd British Columbia Institute of Technology Brown Aviation Lease BT BTMD, Inc. Burridge Courseware Ltd. BVR Systems (1998) Ltd. CAA International Cabair College of Air Training Cabin Factors CAE

www.braathens.no www.brightsidetech.com www.brightwave.co.uk www.bcit.ca/transportation/aerospace www.brownaviationlease.com www.bt.com/defence www.btmd.com www.burridge-courseware.com www.bvrsystems.com www.caainternational.com www.ccat.org.uk www.cabinfactors.com www.cae.com

CAE is a world leader in providing integrated training solutions for the civil aviation industry.

With annual revenues exceeding C$1.6 billion, CAE employs more than 6,500 people at more than 75 sites and training locations in 20 countries. CAE has the largest installed base of civil and military full-flight simulators and training devices. Through CAE’s global network of 29 civil aviation and military training centres, the company trains more than 75,000 crewmembers yearly. No company offers a more comprehensive portfolio of solutions designed to enhance safety and efficiency for the civil aviation industry.

Calytrix Technologies Pty Ltd Camber Corporation Canadian Aviation Maintenance Council CAPA Aeropark

www.calytrix.com www.cambertx.com www.camc.ca www.capa-aeropark.com

CAPA AeroPark, to be located in India, is being developed to be a world-class aviation training campus, where leading training brands will be hosted on a “green” facility, with state-of-the-art technology, accommodation and conference amenities.

The AeroPark will provide training organisations ease of entry into the emerging markets through a low risk, limited investment model.

Carbon Graphics LLC Carley Corporation Carmel Applied Technologies Inc. Carnegie Speech Company Carpatair Flight Training CAS- AVIATION CAT – The Journal for Civil Aviation Training Catalyst Interactive Europe BV Catalyst Interactive Pty Ltd CATI Training Systems Central Flying Service Cessna Aircraft Company Christie Digital Systems, Inc.

www.carbongraphics.com www.carleycorp.com www.catinet.com www.carnegiespeech.com www.carpatair.com www.cas-aviation.fr www.halldale.com/cat www.catalystinteractive.nl www.catalystinteractive.com.au www.catinet.com www.central.aero www.cessna.com www.christiedigital.com

World leaders in simulation display solutions, Christie offer a revolutionary CRT replacement alternative. The Christie Matrix STIM™ is the first digital simulation projector that uses solid state LEDs rather than lamps. Designed for low life-cycle cost, the illumination package features 50,000 hours mean-time-between-failure, typically providing 7-10 years of operation.

Cirrus Aircraft www.cirrusaircraft.com CityLine Canadair Simulator und Training GmbH www.cstberlin.com Civil Aviation Authority, International Services www.caa.co.uk/srg/intsd/training Clairis Technologies www.clairis-technologies.fr Claremont Training Interiors Limited www.claremontgi.com Climb Level 4 www.climblevel4.com Coalescent Technologies Corporation www.ctcorp.com Cobra Technologies,Inc www.motionsimulator.com Cockpit4u Aviation Service www.cockpit4u.com Cogent3D, Inc. www.cogent3d.com College of Aeronautics www.aero.edu Commport Aerospace Services Ltd. www.commport.com Compro www.compro.net Computer Sciences Corporation www.csc.com Computer Training Systems www.ctsys.com Computerised Training Systems www.c-t-s.com Concurrent www.ccur.com Condor Flugdienst GmbH www.joint-training.condor.de Condor Training and Services is part of Condor Airlines which is a member of the Thomas Cook Group. We provide training for: pilots, cabin attendants, airline staff, security staff, fire brigades. Condor Training and Services comprises of separate departments: Mandatory Training - Safety Equipment and Procedure Training (SEP) - Human Factor and Security Training; Cockpit Training; Service Training; Computer Based Training - e-learning; Flight Ops engineering.

CONRAC GmbH Copia e-Learning CORYS T.E.S.S. Courseware Associates, Inc. CPaT Cranfield Aerospace Crew Training International crew-resource-management.eu CSTS CTC Aviation Group plc

www.conrac.de www.copia.co.uk www.corys.com www.courseware-associates.com www.cpat.com www.cranfieldaerospace.com www.cti-crm.com www.crew-resource-management.eu www.csts-dynamics.ru www.ctcaviation.com

Global Leaders in innovative airline training solutions with a portfolio spanning a full spectrum of aircrew training, selection, resourcing and management support services; UK and NZ facilities house state-of-the-art Airbus, Boeing NG and Diamond simulation, hi-tech CBT/WBT suites and a fleet of new generation training aircraft; managed by one of the most experienced Training Captains/ Instructors teams worldwide.

Cubic Simulation Systems, Inc. cueSim Ltd Custom Manufacturing & Engineering, Inc. CyberCity AG CYBERMIND Cybernet Systems Corporation CymSTAR LLC Damos Aviation Services Daniel Webster College, Inc. DAT/EM Systems International Davin Optronics Limited Dedicated Computing DEI Services Corporation DEL REY Systems & Technology, Inc. Delft University of Technology - (SIMONA)

www.cubic.com www.cuesim.com www.custom-mfg-eng.com www.cybercity.tv www.cybermindnl.com www.cybernet.com www.cymstar.com www.damosaviation.com www.dwc.edu www.datem.com www.davinoptronics.com www.dedicatedcomputing.com www.deicorp.net www.delreysys.com www.simona.tudelft.nl

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Delta Air Lines, Inc.

www.delta.com

Delta Air Lines Pilot Training Services consists of two FAA 142 certified full flight simulator facilities located in Atlanta, Georgia and Minneapolis, Minnesota. Our innovative training approach combined with our experience enables us to train your crews to fly and perform at a high level of safety and proficiency.

Delta Connection Academy, Inc. DGCBT Diamond Simulation GMBH & Co KG

www.deltaconnectionacademy.com www.dgcbt.com www.diamond-simulation.com

Diamond Simulation GmbH & Co. KG based in Trebur, Germany, is a wholly-owned subsidiary of Diamond Aircraft Industries. Sole object of the company is the development, manufacture and marketing of Flight Simulation Training Devices for all Diamond aircraft including corresponding services such as delivery, installation, qualification, and maintenance.

www.diamondvisionics.com Diamond Visionics www.didavia.com DIDAVIA www.digimation.com Digimation, Inc. www.dinamika-avia.ru Dinamika www.displaysolution.com Display Solutions www.doti-optics.com Displays & Optical Technologies www.disti.com DiSTI www.dowling.edu Dowling College www.drivewisecanada.com DriveWise www.drs-mes.com DRS Mobile Environmental Systems www.drs-tcs.com DRS Training & Control Systems, Inc. www.dtmedia.co.uk DT Media Ltd. www.dutchspace.nl Dutch Space B.V. http://dynalantic.com DynaLantic Corp. www.dyned.com/products/ae DynEd International, Inc. www.dyned.com DynEd Intl FRA www.eandl-nida.com E & L Instruments Ltd www.esigma-systems.com e.sigma Systems www.aerocondor.com EAA Escola de Aviacao Aerocondor www.rst-rostock.de EADS RST Rostock System-Technik GmbH www.go.to/eagleflight Eagle Flight Training www.earthsat.com Earth Satellite Corporation www.faros.com ECA Faros www.e-comsystems.cz E-COM s.r.o. www.edm.ltd.uk EDM Limited www.flyelite.com ELITE Simulation Solutions www.elsagdatamat.com Elsag Datamat spa - A Finmeccanica Company www.elumens.com Elumens Corporation www.embraer.com.br Embraer - Empresa Brasileira de Aeronautica www.embrasim.com.br Embrasim Ltd www.erau.edu Embry-Riddle Aeronautical University Worldwide www.emery-roberts.co.uk Emery-Roberts www.emirates.com Emirates www.emotions2lead.com emotions2lead www.minutesmeanlife.com EMTA www.engineeringmatters.com Engineering Matters, Inc. www.simucon.org-www.e-simulation.gr engineering&simulation www.jamesjohanna.com English for Aircraft www.etctacticalflight.com Environmental Tectonics Corporation www.epic.co.uk Epic

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Equipe Simulation

www.equipe-simulation.com

Equipe Simulation is an international simulation company, operating worldwide with offices in the UK, Asia and the USA. We provide superior visualisation products to the world’s leading aerospace industries and training operators, from full turn-key systems to individual simulation or A/V products.

Equipe Simulation

www.esea.es ESEA - Escuela Superior de Estudios de Aviacion www.esma.fr ESMA Aviation Academy www.espelsa.es ESPELSA STC Division www.esri.com ESRI - Environmental Research Systems Institute www.admstraining.com ETC Simulation www.ai.com.pl ETC-PZL Aerospace Industries Sp. z o.o. www.eurocharts.co.uk Eurocharts www.europeancentres.co.uk European Centres Ltd. www.epst.com European Pilot Selection & Training www.european-simulators.com European Skybus Limited www.eurosis.org European Technology Institute Bvba www.etsaweb.org European Training & Simulation Association (ETSA) The European Training & Simulation Association (ETSA) provides an environment for users and suppliers in Europe, to exchange opportunities, ideas, information and strategies on training, education and simulation technology and methodology. ETSA organises its own conferences, seminars and networking activities for both the civil and defence markets. eVigilation Limited Excalibur Aerospace, Inc. EyeTracking, Inc. eyevis GmbH

www.evigilator.com www.excalind.com www.eyetracking.com www.eyevis.de

FAA National Simulator Program www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/

FACTS Training Famic Technologies Inc Fast Track Pilot Training Fidelity Flight Simulation, Inc. Fidelity Technologies Corporation Finnish Aviation Academy Ltd Flight Simulation Company b.v.

Flight Simulator Training Flight Simulators Limited Flight Training Adelaide Flight Training Europe Flight Training Finance, LLC Flight Training Services International Flight Training Simulation, LLC Flightdeck Technology Ltd Flightline Training Services FlightSafety International, Inc.

www.aircaresolutionsgroup.com www.automationstudio.com www.ftpilottraining.com www.fidelityflight.com www.fidelitytech.com www.finaa.fi www.fsctraining.nl www.flyfst.com www.aviationsimulation.co.uk www.flighttrainingadelaide.com www.flighttrainingeurope.com www.ftfsim.com www.flighttrainingservices.com www.fts-simulators.com www.flightdecktechnology.com/ www.flightlinetraining.com www.flightsafety.com

Since 1951, FlightSafety has been the world’s premier aviation training organization. FlightSafety provides professional aviation training; Level D full flight simulators; simulation software, devices, displays and visuals; and logistical support for civil and military operations including ab-initio, corporate, airline and military instruction for pilot, maintenance, dispatch and attendant.

Florida Institute of Technology Flying Colors Pilot Training FLYIT Simulators FORCE Technology

http://aero.fit.edu www.flying-colors.org www.flyit.com www.force.dk

Forth Dimension Displays Limited Frasca International, Inc.

www.forthdd.com www.frasca.com

With over 50 years of experience, Frasca International has delivered over 2,200 flight training devices wordwide. Products include a complete range of flight training equipment for all aircraft types; piston, turbine, jet or rotary wing for airlines, universities and military organizations worldwide.

Frasca devices are certified to meet customers requirements. Whatever your flight training needs, Frasca can meet them!

FTC of Africa GA Simulation Ltd. Gauthier Simulation G-Cube Solutions GE Aviation Systems GE Fanuc Embedded Systems GenAv Systems Ltd. Genesis EW Ltd. Gestair Flying Academy Glass Mountain Optics Glennair Training Centre Ltd Global Group Asia Global Simulator Exchange Inc. Global Training Aviation GlobeXplorer Green Light Limited Green River School of Aviation Grey Owl Aviation Consultants Haagen Fire Training Products Handshake VR Inc. Harris Corporation Havelsan A S HEATCON Composite Systems HELISIM, Eurocopter Training Services Helitech

www.ftcafrica.com www.veritair.co.uk www.gauthiersimulation.com www.gc-solutions.net www.ge.com/aviation www.gefanuc.com/embedded www.genavsystems.com www.ewgenesis.com www.gestair.com www.glassmountain.com www.glennair.co.uk www.globalgroup-asia.com www.globalsimex.com www.gtatrto.com www.globexplorer.com www.avsec.com http://www/greenriver.edu/aviation www.greyowl.com www.haagen-ftp.com www.handshakevr.com www.harris.com www.havelsan.com.tr www.heatcon.com www.helisim.fr www.helitech.co.uk

100% helicopters. Helitech is Europe’s largest dedicated exhibition for the rotary wing industry. Reflecting the latest developments across the entire industry from civil and military to emergency services and national security – major OEMs such as AgustaWestland, Eurocopter and Sikorsky exhibit alongside smaller companies involved in helicopter supply chains.

22-24 Sep 2009 Duxford Higher Power Aviation Hildebrand Consulting (HilCo) HiskaSim GmbH Honeywell Horizon Technology HPC Project Hub’Air Hudspeth & Associates Inc. Hurix Systems, India Hybrid Learning Systems i3M e-Learning Solutions IATA Iberia ICARE Icarus Training Systems Limited Iconix International Inc. IDT Metric Systems IF Simulators Oy (Ltd.) IFTC Istanbul

www.jetcrew.com www.hilco-aviation.com www.hiskasim.com www.honeywelltraining.com www.horizontechnology.com www.hpc-project.com www.hubair.be www.hudspethandassociates.com www.hurix.com www.hybrid-learning.com www.i3m.fr/elearning/accueil.html www.iata.org www.iberia.com www.icare.fr www.icarus-training.co.uk www.iconix-international.com www.metric.idt.com www.ifsimulators.fi www.iftc.aero

Image Modelling Limited www.image-modelling.co.uk ImageLinks Program (Harris Corp.) www.imagelinks.com Incredible Sims Ltd www.incrediblesims.com Indra www.indra.es Industrial Smoke & Mirrors, Inc www.industrialsmokeandmirrors.com Inflight Innovations www.inflightinnovations.com infoWERK Multimedia www.infowerk.at innovative Technology Projects Ltd. www.itp101.com INOVEX Digital Training www.inovex.net Institute for Simulation & Training/University of Central Florida www.ist.ucf.edu Integrated Team Solutions Limited www.aviationteamwork.com InterCockpit GmbH www.intercockpit.com Interfire Products Oy (Ltd.) www.interfireproducts.com Interfire Products Oy (Ltd.) is a privately owned company, which has HQ in Finland. The company has got co-operative partners in Estonia / Interfire OU and in Abu Dhabi / Interfire Preparing & Installing Fire Systems LLC. The company has been in safety training business since 1988. More than last ten years the company has been heavily concentrated into aviation sector for providing Cabin Crew Fire Training devices, known as Interfire RFFT, as well as turn key SEP simulators service packages for the airline customers.

International Airline Training Academy, Inc. www.fly-in-america.com International Aviation MBA Programs http://aviationmba.concordia.ca International Civil Aviation Organization www.icao.int/td International Flight Training Academy www.ifta.aero InterSense, Inc. www.intersense.com Intrepid Learning Solutions www.intrepidls.com inXsol www.inxsol.com IP Video Systems www.ipvideosys.com ISD Technologies www.isd.se ISTC - International Simulator Training www.istc.com.br J.F. Taylor, Inc. www.jfti.com J.S. Gull Ltd. www.js-gull.com JAA-TO (Joint Aviation Authorities - Training Organisation) www.jaat.eu Jargon Aviation Consultancy www.jargon.nl JENOPTIK LDT GmbH www.jenoptik-laserdisplay.com Jeppesen www.jeppesen.com/jeppesenacademy Jetpubs Inc www.jetpubs.com Joel Plaice & Associates, Inc. www.jpasims.com Jordan Aerospace Industries www.jai.jo Jordan Airline Training & Simulation www.jats.com.jo Jouve Aviation Solutions www.jouve.com JSC Industries, Inc. www.jscindustries.com JSC PRIN www.prin.ru Jumbo Vision International www.jumbovision.com.au JVC Professional Europe Ltd. www.jvcproeurope.com K&S Services www.k-and-s.com KaTron Defence Aerospace and Simulation Technologies Inc. www.katron.com.tr Keilir Aviation Academy www.keilir.net Kharkiv Morozov Machine Design Building Bureau www.morozov.com.ua KLM Flight Academy www.pilootworden.nl KLM UK Engineering Ltd. www.klmukengineering.com Kognita www.site4learning.com Kohlman Systems Research, Inc. www.kohlmansystems.com KVH Industries www.kvh.com L-3 Government Services Inc. www.l-3gsi.com L-3 Link Simulation and Training, A Division of L-3 Communications www.link.com Lab-Volt Systems www.labvolt.com Learning to Fly http://learningtofly.com Let’s Fly www.letsfly.cz Link & Learn Aviation Training GmbH www.linkandlearn.net CAT MAGAZINE • ISSUE 4/2009

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Simulation & Training company listing

www.oaa.com

Livingsolids GmbH www.livingsolids.de Lufthansa LAN Technical Training S.A. www.lltt.cl Lufthansa Resource Technical Training www.lrtt.co.uk Lufthansa Technical Training GmbH www.ltt.aero Lufthansa Technical Training Philippines Inc. www.lttp.com.ph Macmet Technologies Limited www.macmet.com Macmillan Education www.campaignmilitaryenglish.com MagentaLine www.magentaline.com MAK Technologies www.mak.com Makemedia ltd www.makemedia.com Malaysian Flying Academy Sdn Bhd www.mfa.edu.my ManTech Systems Engineering Corporation www.mantech-adg.com MarineSoft Entwicklungs - und Logistikgesellschaft mbH www.marinesoft.de MASA Group www.masagroup.net Matrix Display Systems Ltd www.matrixdisplay.com Matrox Graphics Inc. www.matrox.com/graphics MDesignS www.mdesigns.in Mechtronix Systems Inc. www.mechtronix.ca MedAire, Inc www.medaire.com Mediatech, Inc. www.gomediatech.com medicon ltd-engineering & simulation dept. www.e-simulation.gr Merlin Flight Simulation Group www.merlinsim.com Mersive Technologies www.mersive.com Mesa Pilot Development--San Juan College www.flightcareers.com MetaVR, Inc. www.metavr.com Micro Analysis & Design, Inc. www.maad.com Micro Nav Ltd www.micronav.co.uk MINT MEDIA INTERACTIVE Software Systems GmbH www.media-interactive.de MLS International www.mls-college.co.uk Moog FCS www.moog-fcs.com Morning Star Aviation Safety, LLC www.morningstaraviation.net MPH Enterprises, Inc www.mphconsultants.com MultiGen-Paradigm www.multigen-paradigm.com MYMIC LLC www.mymic.net National Aerospace Laboratory www.nlr.nl Nelson Aviation College www.nelson-aviation.co.nz NGRAIN Corporation www.ngrain.com Nida Corporation www.nida.com NITA LLC www.nita.ru NVIS, Inc. www.nvisinc.com nVision Industries www.nVisionIndustries.com Oklahoma State University www.cahm.okstate.edu OKTAL SYNTHETIC ENVIRONMENT www.oktal-se.com ONERA www.onera.fr OP&S Limited www.ops.ltd.uk OPINICUS Corporation www.opinicus.com

Oxford Aviation Academy

OPINICUS Corporation, a Flight Simulator Technologies leader for 20 years. Your ‘Go-To” company for turnkey solutions. We manufacture FSTDs from desktop to Level D simulators. We also provide upgrades/modifications that will improve reliability, maintainability and reduce the life cycle costs of your existing simulator.

Contact us today at www.opinicus.com

The Royal Aeronautical Society (RAeS) is the world’s only professional membership body dedicated to the entire aerospace community. Established in 1866 to further the art, science and engineering of aeronautics, the Society has been at the forefront of developments in aerospace ever since. Please visit www.aerosociety.com for further information.

Orad Hi-Tec Systems Organic Vectory OVSoftware GmbH

Rapro Emulation Ltd. Real DB Inc. RealiSim Technologies Pvt Ltd Real-Time Innovations Red Wind Training Redak Consulting GmbH

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www.orad.tv www.organicvectory.com www.ovsoftware.de

Oxford Aviation Academy is the world’s leading independent provider of aviation training, personnel solutions and technical support services. OAA offer approved professional aviation training from ab initio through to type rating, base and line training. Parc Aviation offer resourcing and technical support services, completing the Group portfolio. www.oxfordtechnologies.co.uk Oxford Technologies Ltd www.pacificflying.com Pacific Flying Club www.pacificsimulators.com Pacific Simulators International Limited www.panamacademy.com Pan Am International Flight Academy (PAIFA) www.panoramtech.com Panoram Technologies, Inc. www.rjsim.com Paradigm Shift Solutions, Inc. www.pdmtc.co.uk PDM Training and Consultancy Ltd www.peakpacificgroup.com Peak Pacific Limited www.pelesys.com Pelesys Learning and Training Systems Inc. www.pea.com Phoenix East Aviation, Inc. www.gisexpress.com Photon Research Associates, Inc. www.pilottraining.ca PilotTraining.ca www.pilotwise.co.uk Pilotwise International Ltd. www.pitch.se Pitch Technologies www.placardsplus.com Placards Plus, LLC www.plexsysipi.com PLEXSYS Interface Products, Inc www.polhemus.com Polhemus www.polysim.ch POLYSIM www.pwcustomertraining.com Pratt & Whitney Customer Training Center www.pdt-usa.com Precision Display Technologies www.flypfc.com Precision Flight Controls, Inc. www.presagis.com Presagis www.proflightcenter.com Pro Flight Center, Inc. www.projectiondesign.com projectiondesign www.promodel.com ProModel Corporation www.psytechltd.com Psytech Ltd www.tech.purdue.edu/at Purdue University www.pyrotexltd.com Pyrotex Ltd www.pyrovirtech.com PyroVirtech Inc. www.q4services.com Q4 Services LLC Qantas Group Flight Training www.qantas.com.au/info/about/flightOperations/index www.quadrantsimulation.com Quadrant Simulation Systems Inc www.quadrant-systems.co.uk Quadrant Systems Limited www.qualityresources.biz Quality Resources www.quallium.com Quallium Corporation www.qnac.edu.jo Queen Noor Civil Aviation Technical College www.quintec.com Quintec Associates Limited www.aerosociety.com/conference Royal Aeronautical Society

www.rapro.co.uk www.realdb.qc.ca www.realisim.co.in www.rti.com http://redwindtraining.com http://info@redakconsulting.com

Regional Airline Academy Reiser Systemtechnik GmbH RET KRONSHTADT Co, Ltd RGB Spectrum Rheinmetall Defence Electronics GmbH Riptide Software, Inc Rocketbox Studios GmbH Rockwell Collins

www.raaflightschools.com www.reiser-systemtechnik.de www.kronshtadt.ru www.rgb.com www.rheinmetall-de.com www.riptidesoftware.com www.rocketbox-libraries.com www.rockwellcollins.com

Civil and military customers look to Rockwell Collins for advanced simulation and training solutions. From industry leading visual systems to full fight simulators, qualified to level D standards. All backed by a global customer support network. We deliver best value solutions that enhance lifecycle value and training effectiveness.

Rotran Simulator Ltd http://info@rotran.com RP Aero Systems Ltd. www.rp-aerosystems.com RPA Electronic Solutions, Inc. www.rpaelectronics.com RSI Visual Systems www.redifun.com RTDynamics www.rtdynamics.com/dir_halldale.html RUAG Electronics - Simulation & Training www.ruag.com Rubicon Aviation Training and Consulting www.rubicon.aero Rustici Software www.scorm.com RWD Technologies UK Ltd www.rwd.com RWL German Flight Academy GmbH www.rwl-flight.de Saab Systems www.saabgroup.com Sabena Flight Academy www.sfa.be Sabena Technics Training www.sabenatechnicstraining.com Safety Operating Systems www.safeopsys.com Safety Training Systems, Inc. www.ststulsa.com Sault College of Applied Arts and Technology www.saultcollege.ca Scalable Display Technologies www.scalabledisplay.com SciSys www.scisys.co.uk SCS Mothership Ltd. www.scs-mothership.com SEA (Group) Ltd www.sea.co.uk Seeing Machines www.seeingmachines.com SEG Motion Technologies, Inc. www.simulationentertainment.com SELEX GALILEO www.selexgalileo.com SELEX Systems Integration Ltd www.selex-si-uk.com Selkirk College Professional Aviation http://aviation.selkirk.bc.ca Semi worldwide Distributors pty www.semiworldwide.net SENASA www.senasa.es Seneca College of Applied Arts and Technology http://aviation.senecac.on.ca Servo Kinetics, Inc. www.servokinetics.com Servo Kinetics, Inc. (SKI) specializes in the repair and refurbishment of the unique electro-hydraulic motion systems used in commercial and military simulation. SKI is ISO-9001-2000 and MilSpec Certified, utilizing the most complete real world motion testing methods on the devices it repairs. Ask us about our services and warranty.

Servos & Simulation, Inc Sheffield School of Aeronautics SIA Engineering Company SimCenter, Inc. Simcopter GmbH simetri, Inc. Simflight Pty Ltd Simflightronics Corporation SimiGon, Inc

www.servos.com www.sheffield.com www.siaec.com.sg www.simcenter.cc www.simcopter.ch www.simetri-solutions.com www.simflight.com.au www.simflightonics.com www.simigon.com

Sim-Industries

www.sim-industries.com

Sim-Industries is a smart supplier of simulators and works in co-operation with leading companies in the simulation and aviation industry to develop and manufacture full flight simulators. Utilizing the latest high fidelity components, the simulators are designed to fulfill the requirements of the most demanding customers and to meet the highest international standards of certification. In the global aviation industry, Sim-Industries continues building a reputation for quality and competitive pricing.

SimMotion www.simmotion.com SimPhonics, Inc. www.simphonics.com Simprove Ltd www.simprove.aero Simsmart Technologies Inc. www.simsmart.com SimSTAFF Technical Services www.simstaff.com Simtec simulation technology GmbH www.simtec.de Sim-Tech Manufacturing LLC www.sim-techmanufacturing.com Simtek, Inc. www.simtekinc.com Simulab Corporation www.simulab.com Simulate www.simulate.aero Simulation and Control Technologies, Inc. www.sctincorporated.com Simulation Standards LLC www.simulationstandards.com Simulation Systems and Applications, Inc. www.simsysinc.com Simulations of Solutions LLC www.simulationsofsolutions.com Simutec Systems Limited www.simutecsystems.com Singapore Flying College www.sfcpl.com Skyblue Aviation Limited www.skyblueaviation.com Skylink www.skylink.co.nz Skysoft GmbH www.simunity.aero Slemon Park Corporation/Summerside Airport www.slemonpark.com SMART Technologies Inc. www.smarttech.com Snecma www.snecma.com/index2.php?&lang=fr&lang=en Solutions Audio Visual Ltd. www.solutions-av.co.uk Sonda Aviation Enterprises Ltd. www.sonda-sim.co.uk Southern California Safety Institute (SCSI) www.scsi-inc.com Southern California Safety Institute is an established center of excellence in aviation safety training that in the past 22 years has educated over 10,000 professionals. Our instructors are highly recognized and provide instruction in-class, on-line, and handson through SCSI’s Crash Lab. Classes are customizable for organizations or available for open-enrollment.

Spectralight Images, LLC www.sli-3d.com Spirent Systems www.spirent-systems.com SPOT Image Corporation www.spot.com SR Technics www.srtechnics.com SriLankan Technical Training - SriLankan Airlines www.srilankan.aero ST Aviation Training Academy Pte Ltd (STATA) www.stata.com.sg Standard Aero Ltd. www.standardaero.com StarMedia www.starmediatraining.com STASYS Training Services www.stasys.co.uk STG Aerospace www.stgaerospace.com Stirling Dynamics www.stirling-dynamics.com Stottler Henke Associates, Inc www.stottlerhenke.com Sundog Software, LLC www.sundog-soft.com Superflight Simulation Services Inc. http://www3.sympatico.ca/sflight/ Swiss AviationTraining Ltd. www.swiss-aviation-training.com Synergest, Inc. www.synergest.com System Consultants Services Limited www.scs-ltd.co.uk System Safety Services www.system-safety.com Systems Technology, Inc. www.systemstech.com Systran - Curtiss Wright Embedded Computing www.systran.com CAT MAGAZINE • ISSUE 4/2009

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szenaris GmbH Talon Systems, LLC Tandberg UK Teal Electronics Corporation Tecknotrove Systems (I) Pvt Ltd Tecnobit TecQuipment Ltd Teledyne Controls Teltron Technologies, Inc. Temeraire Solutions Ltd. Ternion Corporation TerraSim, Inc. TERREX - Terrain Experts Inc. TFC Technic and Flight Consulting TFD Group T-Global, Inc. (Tom Kenville) Thales

www.szenaris.com www.talon-systems.com www.tandberg.com www.teal.com www.tecknotrove.com www.tecnobit.es www.tecquipment.com www.teledynecontrols.com www.aydindisplays.com www.temsol.net www.ternion.com www.terrasim.com www.terrex.com www.tfc-kaeufer.de www.tfdg.com/ www.tglobalweb.com www.thalesgroup.com

With a leadership pedigree extending to over half a century, Thales has delivered more full flight simulators than any other manufacturer. We are close to the heart of the civil aviation community providing comprehensive training solutions, with highly cost-effective products and services, to meet the ever-evolving needs of the air transport sector

The Air Academy http://theairacademy.com The Pilot Training College of Ireland www.pilottraining.ie The University of Western Ontario www.ssc.uwo.ca/deansoffice/acs/aviation The Voice Bureau www.thevoicebureau.com Thomas Electronics of Australia www.thomas.com.au Thought Process Pty Ltd www.thoughtprocess.com.au Threshold Placement Services, Inc. www.thresholdplacement.com TMN Simulation www.tmnsimulation.com.au Topfly www.topfly.com Toronto Airways Limited www.torontoairways.com Training Center Sabenavita www.sabenavita.lt Training Partner by Geometrix www.trainingpartner.com Training Systems Technology Ltd www.tsttraining.com Training Technology International Ltd. www.tti-online.com Transport and Telecommunication Institute www.tsi.lv Travel Careers & Training Ltd. www.travelcareers.co.nz TRC Development b.v. www.trcsimulators.com TRC Simulator’s TRC-472F is a state-of-the art, Flight Simulator at an affordable price. Produced in series in The Netherlands, the simulator is qualified to be approvable under JAR -STD3A easily.

Original flight data has been collected while flying with a real cessna 172 to achieve the highest flight fidelity and to realize the highest credits! Controlled via a powerful Personal Computer and available without visual, with single channel visual or with triple channel collimated visual/ curved screen projection, the TRC-472F is the perfect choice for Flight Schools and Flight Academies.

TrianGraphics GmbH Tricom Technologies TriSim Ltd Trivisio Prototyping GmbH TRTOagency Ltd. TUIfly Academy Brussels Tulmar Safety Systems Inc. Turboteams TutorPro Ltd UEI - United Electronic Industries ULS Letov Simulatory Letnany, s.r.o.

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CAT MAGAZINE • ISSUE 4/2009

www.triangraphics.com www.tricom-tech.com www.trisim.co.uk www.trivisio.com www.trtoagency.com www.jetairfly.com/en/index.php?pageid=45 www.tulmar.com www.turboteams.com www.tutorpro.com www.ueidaq.com www.letsim.cz www.aero.und.edu

Unitech www.unitech1.com United Electronic Industries (UEI) www.ueidaq.com Universal Flight Controls www.universalflight.com University of Alaska Anchorage www.uaa.alaska.edu/aviation University of Temecula press, Inc. www.utem.com Upside Learning www.upsidelearning.com Urban Circus www.circus3d.com Vartec nv www.vartec.be VDC Display Systems www.vdcdisplaysystems.com VDP Consulting www.virtualwargameproducts.com VERTEX Solutions www.vertexsolutions.com ViewTec Ltd. www.viewtec.ch VIRES Simulationstechnolgie GmbH www.vires.com Virtalis Ltd. www.virtalis.com VirTra Systems, Inc. www.virtra.com Virtual Reality Media a.s. www.vrm.sk Virtual Technology Corporation www.virtc.com Virtusphere, Inc. www.virtusphere.com Vision Scape Interactive, Inc. www.vision-scape.com Visual Acuity www.visual-acuity.com Viswire www.viswire.com VR Solutions www.vrs.com.au VR Viz www.vrviz.com VTN Technologies Inc. www.vtn-tech.com Wallchart International Ltd. www.wallchart.com Western Australian Aviation College www.waaviationcollege.com.au Western Michigan University, College of Aviation www.wmich.edu/aviation WILL Interactive Inc. www.willinteractive.com WITTENSTEIN Aerospace & Simulation GmbH www.wittenstein.aero Xcelerate Media Inc www.xceleratemedia.com XKD Corporation www.aydindisplays.com XPI Simulation Ltd www.xpisimulation.com Xsens Technologies B.V. www.xsens.com X-Software GmbH www.x-software.com Xtime www.xtime.com ZAO TRANSAS www.transas.com Zentrum fuer Flugsimulation Berlin GmbH www.zfb-berlin.de

Your Guide to the Modeling, Simulation & Training Industry

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