CAT Magazine - Issue 5/2009 by Halldale Group

09 E 20 SU T S IS EAHOW

www.halldale.com The Journal for civil aviation training

AIRLINE TRAINING PROFILE

Training With The Yellow Crane AIRLINE TRAINING PROFILE

Good For Morale - The AAdvantages Of Nurturing In-House Talent TRAINING Perspectives

Training For The Automated Cockpit CONFERENCE REPORT

Speaking In Absolutes - APATS 2009

ISSN 0960-9024 | US $17/£8.50

Issue 5/2009

SERVICES. AND FOR GOOD REASON. Our new name reflects an expanded portfolio of

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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 Lori Ponoroff - News Editor [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 Sales & Marketining Co-ordinator: Karen Kettle [t] +44 (0)1252 532002 [e] karen@halldale.com Design & Production David Malley [t] +44 (0)1252 532005 [e] david@halldale.com Internet www.halldale.com/cat Subscriptions & Distribution Subscriptions Hotline [t] +44 (0)1252 532000 [e] cat@halldale.com 6 issues per year at US$168 Distribution Co-ordinator: Sarah 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

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise - especially translating into other languages - without prior written permission of the publisher. All rights also reserved for restitution in lectures, broadcasts, televisions, magnetic tape and methods of similar means. Each copy produced by a commercial enterprise serves a commercial purpose and is thus subject to remuneration. CAT Magazine (ISSN 0960-9024, USPS # 022067), printed October 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. CAT Magazine is distributed in the USA by SPP 75 Aberdeen Road, Emigsville PA 17318-0437. Periodicals postage paid at Emigsville PA. POSTMASTER: send address changes to: Halldale Media Inc., 301 East Pine Street, Suite 150, Orlando, FL 32801, USA.

Alan Emmings Managing Editor, CAT Magazine

Time To Bring HF Centre Stage? The cohort of new entrants launching their careers in aviation is different from earlier generations. That was one view aired and shared at last month’s APATS convention in Hong Kong. The difference with today’s young talent, apparently, concerns the way they think and behave, also the way they learn. “Different” does not imply any derogatory trait, but it is likely to prompt a rethink and some adjustment to the way training is designed and delivered. This will be onerous for the training sector and all the more so at this juncture, set as it is against the strangely paradoxical backdrop of recession and predicted long-term growth. Newly emerging challenges like climate change and the need for environmentally friendly performance-based navigation, will bring additional and unique pressures that render us all the more susceptible to the vagaries of human factors. It’s at times like these that errors are made and risks increase. The same conference in Hong Kong heard that the cause of around 75% of accidents relates to human factors and that more emphasis needs to be placed on HF training if accident rates are to be reduced. Endorsing this view is a very sobering read in the UK CAA’s Global Fatal Accident Review 1997 – 2006 (available online), an uncomfortable synopsis for those with a vested interest in making this industry safer, i.e. everyone. On a positive note the Review, published last year, reports an overall falling trend in the number of fatal accidents and deaths. However, two-thirds of all fatal accidents entailed a flight-crew related primary causal factor. The findings would seem to indicate a training deficiency or the contribution of human factors; the report cites “omission of action / inappropriate action”, “flight handling” and “lack of positional awareness – in air” as the most frequently identified primal causal factors. The import of human factors, and our understanding of them, has grown in recent years, but the subject remains largely in the wings as a topic of instruction. That might have something to do with the pragmatic characteristic of aviation; despite its complexity, pilots, mechanics and cabin crews perform their roles in a very hands-on manner. Human factors, in comparison, is more of a science - academic, nebulous, abstract even, which might account for its slow uptake. But times are changing. The industry is attuned to the fact that further progress in reducing accidents requires new attitudes, new thinking. It might be time for the subject of human factors to move closer to centre stage. Last year (CAT1/08) the FAA launched a human factors presentation tool (MHFPS) as an aid to teaching this subject to mechanics. FAA also has a number of ongoing HF research programs, covering subjects such as aircrew performance, behavioural stressors and organizational effectiveness. A search of the Web throws up dozens of independent HF courses, to say nothing of academic papers on this topic. EASA is also upping the ante. The Agency, which acknowledges the contribution HF brings to safety, is planning to give greater prominence to aspects of HF in its rulemaking. EASA does not employ HF specialists but might be moving towards the formation of a working group, which would enable it to propose requirements for HF training. To that end it is currently awaiting the completion of a questionnaire on HF by industry stakeholders – “those with first-hand experience of HF issues” – who it hopes will share their knowledge and views and in so doing, develop its expertise in this discipline. Though still some way down the line the continuing influx of today’s new entrants into aviation and the different cognitive idiosyncrasies that they bring will eventually permeate this industry. New ways of learning and looking at this business might change our perception of human factors, persuade us to embrace it more broadly and so exploit its qualities, and thereby enable us to maintain and enhance our safety record. Alan Emmings Managing Editor, CAT Magazine CAT MAGAZINE • ISSUE 5/2009

CEOs on Training A SERIES

“Northrop Grumman selected FlightSafety because of their commitment to safety and the high quality training and service they provide us.” RONALD D. SUGAR Chairman and Chief Executive Officer, Northrop Grumman Corporation Ronald D. Sugar, who holds a doctorate in engineering from UCLA, leads a global defense and technology company whose 120,000 employees provide innovative systems, products and solutions in information and services, electronics, aerospace and shipbuilding to government and commercial customers worldwide. Sugar has received major awards from Marine Corps, Air Force and Army associations, is a member of the National Academy of Engineering, a fellow of the American Institute of Aeronautics and Astronautics and past chairman of the Aerospace Industries Association. In addition, Sugar is a national trustee of the Boys & Girls Clubs of America, a director of the Los Angeles Philharmonic Association and a trustee of the University of Southern California.

he vast scope of Northrop Grumman Corporation’s

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traced to the many groundbreaking companies that

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maintenance technicians train with FlightSafety, Sugar

Litton Industries, TRW, Westinghouse, Teledyne Ryan and

says, because of its commitment to safety and high quality,

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companies comprising Northrop Grumman today. That heritage includes an extraordinary number of aviation firsts and breakthroughs, including the first Navy fighter with retractable landing gear, aircraft warning radar, the Apollo Lunar Module – which carried mankind to the surface of the moon – the B-2 Stealth Bomber and the Global Hawk unmanned surveillance plane.

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FlightSafety Sugar_Northrop Grumman CEO ad - CAT magazine - Bleed: 212 mm x 283 mm Trim: 206 mm x 277 mm

FLIGHT TRAINING

Training With The Yellow Crane AIRLINE TRAINING PROFILE

Good For Morale - The AAdvantages Of Nurturing In-House Talent SAFETY

Training For The Automated Cockpit APATS REVIEW

Speaking In Absolutes - APATS 2009

issue 5/2009

ISSN 0960-9024 | uS $17/£8.50

contents CAT 5/2009

cover credit Lufthansa Flight Training

front cover

09 E 20 SU TS IS EAHOW

www.halldale.com The Journal for civil aviaTion Training

05 Editorial Comment

Training With The Yellow Crane – LFT In Competent Form. With over 50 years’ expertise, Lufthansa Flight Training has enormous know-how in pilot and cabin crew training.

With over 50 years’ expertise, Lufthansa Flight Training has enormous know-how in pilot and cabin crew training, writes Chris Long. It has always served Lufthansa passenger Airline and in 1997 it became a separate company, wholly-owned by Lufthansa Group.

08 Airline training Profile

airline training pROFILE

08 AIRLINE TRAINING PROFILE

training With the Yellow Crane – lFt in Competent Form

ufthansa Passenger Airline has one of the most comprehensive and geographically diverse route structures of any major carrier. It alone has a fleet of around 300 aircraft, comprising eight basic types. But that number rises to almost 550 when aircraft from other members of Lufthansa Group are counted. This snapshot is best considered in the context of the company’s planned acquisitions. Lufthansa is launch customer for the B747-8 (20 on order) and this, together with the 15 A380s ordered, indicates its determination to stay at the forefront of long-haul services. Renewal of its continental and regional fleets is on track with over 50 A320 family and 30 Embraer aircraft due for delivery by 2015. The recent acquisition of Swiss and the takeover of Austrian in September show its drive to consolidate, even in these difficult economic times. Florian Hamm, CEO of LFT, explains that the syllabus and all training content for Lufthansa airlines are defined by Lufthansa, but it is LFT’s role to provide all technical support and training tools. The two entities work closely together to create the optimum training package. For example, Lufthansa dry-leases the FFS while instructors are current Lufthansa TRIs/TREs, which ensures that training accurately reflects the realities of day-today operation. Some 50% of LFT activity is in direct support of Lufthansa. The remaining tasks comprise training for other members of the Lufthansa Group and third parties. LFT provides training to the

Image credit: Lufthansa Flight Training. 08

CAT MAGAZINE • ISSUE 5/2009

14 AIRLINE TRAINING PROFILE

Three CEETs have been equipped with the new virtual slide system. Image credit: Lufthansa Flight Training.

same standard for all its customers, but will tailor courses to customers’ specific requests. Training is delivered at five sites, the principal one being the homebase of Lufthansa, Frankfurt International airport, and this supported by standalone operations at Berlin, Munich, Vienna and Bremen. Another training centre to be operated in Moscow by LFT and Vnukovo Airport will open in 2010.

Competency LFT shares with many companies the belief that training simply to the minimum regulatory requirements does not necessarily lead to the proper level of competency. Christian Korherr, head of

airline cockpit training, is quick to point out that while regulatory requirements have to be respected, effective training should not only teach rigid sets of actions in a limited number of scenarios. Good training should teach both how to avoid difficult situations and how to think through an unusual situation to safely resolve it. Learning how to apply a generic approach to an unplanned situation, and then carry out a considered and appropriate specific action to remedy that situation, leads to safer operation. LFT places a great deal of emphasis on this teaching of non-technical skills. An interesting demonstration of the desire to train for competency rather than basic regulatory minima is the Lufthansa requirement that, whatever the level of automation of the aircraft type, at least one manual raw data approach must be flown in every simulator session. This pattern was instilled long before the

Good For Morale - The AAdvantages Of Nurturing In-House Talent. For those who might think simulator technicians spend their days waiting to replace burned-out projector lamps, they are in for a surprise at the American Airlines Flight Academy in Fort Worth.

CAT MAGAZINE • ISSUE 5/2009

19 Flight Ops EASA Flight Ops And Flight Crew Licensing - Where Are We Now? Closing dates for comments on NPAs have passed. EASA is now intent on responding and making amendments in light of comments offered.

good For Morale –

airline training PrOFILE

the aadvantages Of nurturing in-House talent

14 Airline training Profile

feature Articles

Time To Bring HF Centre Stage? New ways of learning and looking at this business might change our perception of human factors.

For those who might think simulator technicians spend their days waiting to replace burned-out projector lamps, they are in for quite a surprise at the American Airlines Flight Academy in Fort Worth, Texas, writes Rick Adams.

o borrow a phrase from professional golf, these guys are good. And their impact reaches beyond the traditional pilot, cabin crew, maintainer, and dispatcher training. American, of course, is the world’s second largest airline (behind Delta/ Northwest) and has one of the most extensive training facilities with 75,000 square feet, 28 full flight simulators (FFS), seven cabin sims, a water evacuation pool, flight management system trainers for every aircraft in the fleet, assorted other task trainers, 75 training and conference rooms, and a 300-seat theatre. Pilots and flight attendants can even bunk at the 30-acre wooded complex south of Dallas/Fort Worth International airport in AA’s 299-room Dolce Hotel, or dine in its three restaurants. But as impressive as the infrastructure may be, the talent of the team is more so. “We’d rather do updates inhouse,” says Christopher (Chris) Broom, managing director for American’s flight training department. “It keeps costs down, and it’s good for morale. Asok’s team loves this stuff.”

Day Job

well as resolving mechanical issues,” Ghoshal notes. The MAUI program “allowed us to avoid a lot of pitfalls,” Broom adds. “We found issues in the sim before the first aircraft update was done. And it enabled us to better determine what training was required.” Another project involved replacing the traditional ground proximity warning system (GPWS) with an enhanced EGPWS across the B757 fleet after a December 1995 mountain crash in Colombia. “No one else was using the technology yet. FAA inspectors hadn’t even seen it,” Ghoshal notes. The upgrade was first tried in the simulator prior to updates to aircraft, and subsequently any system upgrades (such as peaks and obstacles mode) followed this process. The innovation which passengers will appreciate the most is development of a static discharge apparatus. If you have ever sat in a crowded aircraft on ground hold during a thunderstorm (as the author did one night recently… until 4 am), you may want to send the STES team a thankyou gift for this breakthrough.

But that is just the tech team’s “day job.” STES has applied its expertise beyond the training facility to improve the airline’s flight operations. Using a simulator as a test bed, Ghoshal’s team supported the Midlife Avionics Update Initiative (MAUI) for the B757/B767 fleet. The project encompassed a flight management computer upgrade for aircraft with the Honeywell Pegasus FMC; replacement of the electronic horizontal situation indicator (EHSI) and electronic attitude director indicator (EADI); replacement of outdated round-dial instruments, such as the airspeed indicator, radio/distance magnetic indicator (rDMI), altimeter, vertical speed indicator, radio altimeter, and dedicated weather radar display – with flat-panel LED displays; integrating three standby instruments into a single standby flight display; and swapping out for a state-of-the-art instrument landing system (ILS) and multimode receiver (MMr). “The total integration was done with all the various avionics pieces, as

CAT MAGAZINE • ISSUE 5/2009

21 EQUIPMENT PROCUREMENT

American Airlines current fleet of over 600 aircraft includes 124 B757-200s. Image credit: American Airlines.

Buyers' Market – Or How To Get More For Less. Training departments are becoming more cost-conscious, but training fidelity still drives safety.

electricity build-up beyond the levels expected for an aircraft in storm conditions on a test fuselage in roswell, New Mexico. It created the charge with a familiar power source – the type of cathode ray tube (CrT) used in traditional simulator visual displays. The result was “a simple solution,” for which American received US patent #7,570,474 B1 in August. The “Safegate” automated docking system enables aircraft to be parked by remote control, regardless of inclement weather. You may not be able to get your checked bags, but at least you can get off the plane and go home.

B757 full flight simulator. Image credit: American Airlines.

Benefit Since ground personnel cannot safely work around an aircraft when lightning is occurring, the aircraft cannot be docked and passengers cannot disembark. “The simulator support group was asked to look for a solution in which passengers could be offloaded if gates are available,” Ghoshal recalls. In a trial-and-error process that conjures visions of Ben Franklin and his kite, STES replicated the static

24 TRAINING Perspectives

Befitting one of the biggest carriers, American has been a leader in safety procedures that potentially benefit the entire airline industry. It was a couple of years ahead of many carriers, according to Broom, in implementing rNP SAAAr (required navigation performance with special aircraft and aircrew authorization required) instrument approach procedures.

Training For The Automated Cockpit - Knowing Or Understanding Your Aircraft? Reading the accident investigation report of the Spanair MD-80 crash at Madrid airport makes one wonder if anybody learns from history, writes guest author Capt. Cor Blokzijl.

CAT MAGAZINE • ISSUE 5/2009

Flight Ops

He refers to Asok Ghoshal, manager, simulator training equipment support (STES). His group of more than 100 technicians and engineers is responsible for keeping simulators and training devices going full-tilt for 16 hours a day. That includes scheduled and unscheduled maintenance of host computers, image generators, projectors, displays, motion hydraulics and control loading. Plus preflight inspections of cockpit instruments, lights, navigation systems, autopilot, and other components, including the instructor station; also troubleshooting pilot or instructor-reported “E6 log” discrepancies. And, of course, quarterly approved test guide and annual FAA re-qualification evaluations. This past month, STES installed American’s first new simulator in eight years, a CAE 7000 series B737NG (nextgeneration) FFS. Ghoshal reports that the trainer is slated for FAA Level D evaluation late October. It is the 20th CAE-built sim for American and regional partner American Eagle. AA also took delivery of a CAE Simfinity B737NG integrated procedures trainer.

Image credit: Wizzair.

26 CONFERENCE REport Speaking In Absolutes - APATS 2009 Champions The Cause Of Safety. At a time of uncertainty and hard choices, APATS brought together experts to look at how the industry can improve.

EASA Flight Ops And Flight Crew licensing – Where Are We Now?

AA ATp

proposed changes in this area will be very time consuming for operators to introduce, not least in the area of flight time limitations. In just a few years operators have moved from national requirements to JAR Operations to EU Operations, and now to EAsA Operations. One really does begin to wonder if there is an element of over-regulation in this sector. Times are financially very difficult for most of the world’s airlines and they are no longer in a position to employ the required numbers of staff to ensure speedy adoption of new requirements. Indeed, it is important that those issues with safety considerations are given priority attention.

Approach The time has come for the European Commission to adopt a more rational approach to the new regulations. When it instructed EAsA to take over the rulemaking process for FCL and flight operations it had no idea what it was asking,

and EAsA failed to understand the scope of the task with which it was presented. Thus we have had many delays and changes in response dates. And yet the Commission will still not agree to an extension of the implementation date. The problem was compounded by the addition of extra tasks for EAsA, including aerodromes and ATMs, before earlier requirements were completed and without adequate funding or staff numbers to meet the time-scales laid down – a rather typical political approach. The fault is not all with the Commission. some believe that the Agency took on board some responsibilities, which were not required by the Commission and that this dissipated staffing arrangements at a time when everyone’s hand was needed at the wheel. It is still difficult to understand why so few EAsA staff were allocated initially to the task of introducing the regulations for FCL and flight operations. Even more difficult to grasp is the current complete lack of practical professional FCL and CAT MAGAZINE • ISSUE 5/2009

CONFERENCE REPORT

Organised by:

Speaking In Absolutes – APATS 2009 Champions The Cause Of Safety Halldale conferences and CAT magazine aim to provide a stage for inventive thinking in training, preferably through the recognition of best practice. APATS 2009, an event run alongside Asian Aerospace in Hong Kong, was no exception. Chris Long reports.

ight from the start the ideas kept flowing, with the keynote speech from Sherry Carbary, vice president training and flight services, Boeing. She clearly expressed the Boeing view on the way forward. For decades simulator manufacturers have laboured to produce full flight simulators mounted on sophisticated motion platforms of increasing complexity and cost. Carbary asked: “Why is it pilots in the military around the world can train to fly and operate one of the world’s most complex flying machines - the Apache helicopter, in a fixed-base device with a motion cuing seat, at significantly lower cost and higher mobility, and yet we require a full six-axis motion base device to learn to fly a B737NG or A320?” Soon after that question had bounced around the room, Jacques Drappier, vice president Airbus Training, clearly made the point that the industry as a whole Silver Sponsors

Left Delegates enjoyed two busy days of Asia Pacific training-related presentations. Below Norman Lo, Director-General of Civil Aviation, Civil Aviation Department of Hong Kong.

Both views are valid and the two viewpoints prompted lively debate around the conference. The drive to cut costs was fine, but there were several worried references to proposed increases in charges for the software provided by some aircraft OEMs to equipment manufacturers and training providers. That might reduce costs for OEMs but not to end-users. Another issue in which the industry must be proactive was identified by CTC, which pointed out that the generation of young talent now coming into the industry thinks and behaves differently from earlier groups. We would be well advised to understand how they learn and what they need to learn. We need to ensure that we either already have, or are willing to develop, appropriate learning techniques and tools. We must play to the undoubted strengths of this generation while being prepared to boost training in areas where there may have been less emphasis in earlier iterations of training.

Challenges

should never forget to train for the basics of manual flying, and that training patterns should reflect that. There was an interesting juxtaposition of views here: on the one hand, Boeing advocated that conversion training times could be reduced through the use of more effective training tools; Airbus stated that it would not seek reduction of training time if it compromised the absolute of safety / quality. Bronze Sponsors

CAT MAGAZINE • ISSUE 5/2009

Although accidents and incidents are still statistically low in number, the decrease in the accident rate over recent decades seems to have slowed down. Technologies such as GPWS and TCAS in their latest variants have significantly reduced events, and the integration of the “soft” skills such as CRM has brought considerable improvement. However, it is still a fact that in some 75% of accidents human factors have been a contributory cause. The conclusion is, therefore, that the next breakthrough in reducing the accident rate will have to come by addressing HF training in greater depth. Safety management systems are key to establishing and maintaining a safety culture, and the way to do this was illustrated by presentations from both ICAO and the local regulator, the Hong Kong Civil Aviation Department. Cathay Pacific Airways operators then described how to

28 AB INITIO TRAINING The Changing Face Of The Ab-initio Professional Pilot Training Organisation. Never has there been so much confusion for the pilot training industry in Europe.

31 NEWS

translate that principle into day-to-day operations. One critical step is to gather hard data to determine areas of potential weakness, and to address them before they lead to incidents or accidents. The idea of evidence based training (EBT) is gathering momentum and British Airways quoted excellent examples. This depends on creating a “just” culture, where openness in reporting human error, which may not have lead to an incident but which, in other circumstances, could have done so, allows the training system to address the potential problem before it becomes critical. The importance given to this topic was reinforced by the presentation given by IATA on the IATA Training and Quality Initiative (ITQI) progamme, which relies heavily on EBT. Its reach is growing as the industry realises the potential benefits of adopting new approaches to safety and training.

26 Conference Report

he flight crew licensing procedure is well underway but it is likely to be year-end before revised notices of proposed amendments (NPA) are available. This is seriously eating into the time available to implement changes to FCL regulations, which still need to be completed by April 2012. The problem is not limited to those who are regulated but also to the national authorities, which are required to ensure compliance with the new EAsA regulations. Historically national authorities have been unable to adjust with the speed now required. It should be remembered that the EC legal process is tortuous and the process time needed from acceptable NpA to European law will be at least one year – likely date is now at some point in 2011. The situation is far worse with flight operations. The closing date for comments in this area was significantly later than FCL and therefore the timescales rather more compressed. Many of the

19 Flight Ops

Closing dates for comments on flight operations and flight crew licensing NpAs have passed. EAsA is now intent on responding and making amendments in light of the responses. But the process is proving slow and painful, writes Peter Moxham.

Analysis and Seen & Heard. Updates and briefs from the training market, compiled and edited by Lori Ponoroff and the CAT editorial team.

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Exhibition There was a wider range of exhibitors at APATS 2009, and the closeness of the conference room helped the flow between the constituent parts of the symposium, albeit amidst the bustle of Asian Aerospace. Networking was visibly vigorous in the downtime between sessions. The opportunity to talk through any thought-provoking comments in the presentations with the peer group, and perhaps to find answers with exhibitors, makes for a profitable experience. At a time of uncertainty and hard choices in the industry, APATS brought together experts and delegates alike to look closely at how the industry can not only survive, but also improve ready for the predicted demand for crews, which will follow the delivery of new aircraft fleets. At APATS 2010 in Bangkok, there will no doubt be evidence of progress in these areas, and new issues to examine. We hope to see you there.

Facts and Figures In total 342 people attended APATS 2009 over the three days of the conference and exhibition including 79 airline staff representing 33 international and regional airlines, five national civil aviation authorities and five airframe manufacturers. Attendees’ time was split between the conference and exhibition, providing opportunities for both learning and business discussions.

training with the most complete simulation-based procedure training solutions available.

Top Keynote speaker – Boeing’s Sherry Carbary. Center Jacques Drappier, vice president Airbus Training. Below Networking within the Training Pavilion at Asian Aerospace. All images: David Malley/Halldale Media.

In the teeth of difficult economic conditions, APATS continued its unbroken record of year-on-year growth with just over 20% increase in total attendees over 2008, indicating the strength of the event and the importance that is attached to training in the Asia Pacific Region. This bodes well for the next APATS, which will take place at the fabulous Shangri-La Hotel in Bangkok on the September 14th and 15th 2009. cat

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CAT MAGAZINE • ISSUE 5/2009

airline training profile

Training With The Yellow Crane – LFT In Competent Form

Image credit: Lufthansa Flight Training. 08

CAT MAGAZINE • ISSUE 5/2009

With over 50 years’ expertise, Lufthansa Flight Training has enormous know-how in pilot and cabin crew training, writes Chris Long. It has always served Lufthansa Passenger Airline and in 1997 it became a separate company, wholly-owned by Lufthansa Group.

Three CEETs have been equipped with the new virtual slide system. Image credit: Lufthansa Flight Training.

same standard for all its customers, but will tailor courses to customers’ specific requests. Training is delivered at five sites, the principal one being the homebase of Lufthansa, Frankfurt International airport, and this is supported by standalone operations at Berlin, Munich, Vienna and Bremen. Another training centre to be operated in Moscow by LFT and Vnukovo Airport will open in 2010.

Competency LFT shares with many companies the belief that training simply to the minimum regulatory requirements does not necessarily lead to the optimum level of competency. Christian Korherr, head of

airline training profile

more recent and growing concern at the worldwide level of accidents / incidents that are at least partially attributed to loss of control. These LOC incidents have raised questions as to whether the industry should focus much more on basic flying skills. Certainly the philosophy at LFT is that thorough competence in basic handling is the foundation upon which the rest of the safe operation is based. To ensure a good standard level of competency the majority of the 139 instructors are TRIs/TREs who have retired from Lufthansa, although some with other airline backgrounds are recruited.

Training Tools The suite of training tools employed by LFT is continually updated. Not least among ongoing programmes is a move to switch to a replacement visual system. As Georg Schuetz, senior engineer visual system projects explains, LFT has long had a close cooperation with Rockwell Collins (RCI), initially in its earlier guise as Evans and Sutherland (E&S). The blend of LFT’s operating experience, especially Lufthansa’s flight operations and simulator flight crew training experience, and the software skills of E&S led to the development of the EP-1000CT image generation system. So pleased is LFT with this product that a programme to replace the remaining nine SP-X 500/550 on its 36 simulators (see full listing in the CAT Annual Training Sourcebook 2009) is underway. This will be installed on existing field of view (FoV) on the present simulators, but any new systems will move to the new standard of 40° x 200°. The larger windows of the likes of the A330 generation of aircraft have shifted that vertical field to 17° above and 23° below the horizon to better answer the demands of visual positioning at an airfield. The image generator will be coupled to JVC LCoS projectors. An unforeseen result is that the greatly increased level of brightness has revealed a patina of scratches on the windscreens of older FFSs, which have therefore required a change from the original plastic windscreens to glass. The comprehensive database of more than 100 airports, which is supplied with the visual system, answers the majority of training tasks, but LFT technicians can build another airport model to order if required. 10

CAT MAGAZINE • ISSUE 5/2009

Top The EP-1000CT image generation system. Image credit: Lufthansa Flight Training. Below Lufthansa has ordered 15 A380 aircraft. Image credit: Lufthansa.

A380 Arrival Initial crew training to support entry into service of the A380 in March 2010 will be carried out with Airbus in Toulouse. However, LFT's new A380 Level D FFS built by Thales will be qualified and ready for training mid January 2010. This device will feature both the FM2K electro-hydraulic motion platform and the EP-1000CT visual system. LFT will not use Airbus Crew Training (ACT), the latest iteration of what was previously called the MFTD. LFT’s rationale is that an FFS is constantly matched to the modification state of a specific aircraft and tail number. There is no requirement to have the ACT tied to a specific aircraft, so the software used may not match precisely the latest modification state. That, naturally, would have an impact on overall training costs. Consequently CBT will

account for only around 20-30% of the training course and will be carried out at the training centre. The training pattern will consist primarily of instructor led classroom training and full use of the FFS. Historically LFT has used its considerable IT and aircraft systems expertise to modify and adapt the software of the aircraft OEMs to match the specific training needs and scenarios of Lufthansa. This flexibility is now under threat as the aircraft OEMs are retaining the software and the in-house changes can no longer be made. This raises an interesting point. The industry is very keen to embrace evidence based training (see the ICAO ITQI programme). A basic requirement of this is to integrate feedback from real operating data and incidents back to the training scenarios. If training deliverers are no longer able to do that themselves they will be forced to wait for the OEMs to act, and typically the software updates are only implemented once or twice a year. There is an inference here that there will now be an unnecessary delay in that critical feedback loop. Maybe this is a subject worthy of further debate.

Impressive As Annette Becker, director of aviation safety and service training states, the training task is quite impressive. With 16,000 cabin crew and 4,000 flight deck crew who need initial and recurrent training, the LFT centre at Frankfurt frequently has 750 people training on any single day, with Munich operating at up to 150 per day. HF and emergency training already

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employ evidence based training to create realistic training scenarios. From April next year these will be conducted as combined sessions of HF training and emergency training. First aid training is also outsourced, but LFT has a real fire training capability in the form of a unit built by Interfire. The cabin emergency and evacuation trainers (CEET) naturally have a simulated fire capability. An LFT-developed onboard re-charging facility reloads actual size fire extinguishers with a compressed air/ water mix, which replicates the appearance of the halon extinguishers in aircraft. The enthusiasm with which Willi GĂśttinger, who runs emergency training, describes the latest improvement in the CEETs is infectious. Starting with an initiative from LFT, a project to create an effective virtual slide has come to fruition. Working with TFC and software company, digi mice, three CEETs have been equipped with this system, two in Munich the other in Frankfurt. The hardware consists of four flat screens placed horizontally immediately outside the cabin door and a further projection screen mounted vertically in front of the door exit.

Florian Hamm speaking at this year's APATS conference in Hong Kong. Image credit: David Malley/Halldale Media.

A software programme projects a realistic external world on these screens, and the operation of the slide is superimposed onto that scene. The big advantage of this process is that, rather than having the instructor describe any given scenario (ditching, off-runway evacuation etc) the visual display shows what is happening. The full range of difficult scenarios / slide malfunctions and

so on can be introduced and, here is the critical part, the trainee then has to analyse the situation and decide the best course of action, based purely on what s/he can see. The instructor can freeplay and rapidly reset the training tool, making training more flexible and adaptable. So positively has this capability been received by crews, that this function will be integrated into the A380 trainer when it arrives in December 2009. A further possibility for A380 training is the use of a virtual aircraft to familiarise cabin crew with the layout and operating controls. Studies to evaluate this option are ongoing. Florian Hamm is clear that LFT must continually evaluate new training technologies and methodologies and use those best suited to present and future needs. A good example of this is the wholehearted adoption of the MPL ab initio pilot training programme, for which the first course started in February 2009. He explained this rationale during the recent APATS event in Hong Kong, and CAT will follow up on the results of this training pattern once it is completed. cat

CAT MAGAZINE â&#x20AC;˘ ISSUE 5/2009

airline training profile

Good For Morale –

The AAdvantages Of Nurturing In

CAT MAGAZINE • ISSUE 5/2009

Day Job But that is just the tech team’s “day job.” STES has applied its expertise beyond the training facility to improve the airline’s flight operations. Using a simulator as a test bed, Ghoshal’s team supported the Midlife Avionics Update Initiative (MAUI) for the B757/B767 fleet. The project encompassed a flight management computer upgrade for aircraft with the Honeywell Pegasus FMC; replacement of the electronic horizontal situation indicator (EHSI) and electronic attitude director indicator (EADI); replacement of outdated round-dial instruments, such as the airspeed indicator, radio/distance magnetic indicator (RDMI), altimeter, vertical speed indicator, radio altimeter, and dedicated weather radar display – with flat-panel LED displays; integrating three standby instruments into a single standby flight display; and swapping out for a state-of-the-art instrument landing system (ILS) and multimode receiver (MMR). “The total integration was done with all the various avionics pieces, as

g In-House Talent

American Airlines current fleet of over 600 aircraft includes 124 B757-200s. Image credit: American Airlines.

B757 full flight simulator. Image credit: American Airlines.

electricity build-up beyond the levels expected for an aircraft in storm conditions on a test fuselage in Roswell, New Mexico. It created the charge with a familiar power source – the type of cathode ray tube (CRT) used in traditional simulator visual displays. The result was “a simple solution,” for which American received US patent #7,570,474 B1 in August. The “Safegate” automated docking system enables aircraft to be parked by remote control, regardless of inclement weather. You may not be able to get your checked bags, but at least you can get off the plane and go home.

Befitting one of the biggest carriers, American has been a leader in safety procedures that potentially benefit the entire airline industry. It was a couple of years ahead of many carriers, according to Broom, in implementing RNP SAAAR (required navigation performance with special aircraft and aircrew authorization required) instrument approach procedures. CAT MAGAZINE • ISSUE 5/2009

airline training profile

Take-Off’s No Picnic Either Only 5,436 feet of usable runway... a plateau in a basin ringed by 6,000-foot high mountains... The approach to Toncontin International airport (TGU) in the Honduran capital of Tegucigalpa is one of the most difficult in the world for commercial transport pilots. The landing pattern circles inside the basin, below the mountaintops. Then, with only a couple hundred feet to line up on the runway, aircraft must make contact as soon as crossing the fence separating the airport from an adjacent highway. The 1.06-degree downslope leaves little braking time to avoid the 100-foot cliff drop-off at the end of the tarmac. Oh, and during the dry season, a dense cloud of smog often lingers in the basin. To help familiarize American Airlines pilots with this perilous pattern, the flight department turned to an unorthodox source – flight data recorder analysis. It was already using Flightscape’s Insight to address Flight Operational Quality Assurance (FOQA) safety requirements. But Chris Broom, managing director, flight training, says they thought there might be other ways to use the information. “We flew the Tegucigalpa approach, then downloaded the flight data information.” Using Flightscape’s automatic data generation tool, it created an animation of the flight for familiarization training. The interactive animation incorporates narration, text, Jeppesen charts, rules for flying the approach, and other aids, and is available on the American pilots’ internal website. AA hopes to incorporate the animation into onboard electronic flight bags (EFB) so crews can click on the presentation enroute.

“We first had approval for the RNP SAAAR approach into Quito, Ecuador in July 2007. The Quito procedure developed by American was the first RNAV [area navigation] RNP approach procedure in South America.” This became especially useful when the ILS was damaged recently and American and Continental could continue to fly the approach. AA also developed the “Cottonwood Pass” RNAV arrival into Eagle, Colorado (Vail). Alaska Airlines took the lead in RNP in many of its Alaskan airports. The benefits of RNP SAAAR are safer approaches and departures to terrain-challenged airports (Quito’s Mariscal Sucre International airport – UIO, is one of the highest in the world, in the middle of the city and surrounded by mountains), more efficient use of terminal airspace, and significant fuel savings. “RNP SAAAR is very useful at airports with significant terrain close-in to the runway where conventional ground-based navigation signals may be blocked. In this case, RNAV RNP may be the difference between an approach procedure that is very precise and no approach at all,” explains Broom. AA is approved to conduct RNP SAAAR approaches on B737, B757, B767 and B777 aircraft. “American Airlines is also FAA-approved to create and publish RNAV and RNAV RNP procedures at airports where we see benefit. This is significant in that we can produce beneficial procedures where we need them without having to wait for the FAA to produce them.” American is very metrics-driven. For example, it implemented a single-engine taxi policy; only one aircraft engine is used during taxi in and out of gates (when safe and operationally feasible). This saves at least four million gallons of jet fuel a year and reduces carbon dioxide emissions by more than 84 million pounds.

Training & Qualification Initiative Evidence Based Training EATS 2009 – Briefing The ITQI Briefing will take place the day before EATS 2009 on Monday 9th November, 13.00 to 15.00 at the Clarion Congress Hotel, Prague. Hosted by Captain Michael Varney (IATA) and Captain Joel Lebrun (AIRBUS), this is an opportunity to learn about the initiative, how it will affect you and your organization. It is also an opportunity to engage and make comments. The Evidence Based Training concept is a development being undertaken by a specialist training group working with IATA, on behalf of ICAO and the aviation industry, to examine safety evidence on all generations of aircraft, to determine how best to improve safety through more effective airline pilot training. The group is charged with designing a new training and evaluation philosophy, both for type ratings and recurrent training and evaluation. We have very wide industry support, including all major aircraft manufacturers, regulators, pilot representative bodies, airlines and training organizations and will begin beta testing new programs in 2010. In association with: After the ITQI Briefing, why not come along to the EATS Welcome Reception in the lounge area adjacent to EATS Registration?

CAT MAGAZINE • ISSUE 5/2009

American even takes “oil changes” to an extra level - it recycles the 600 gallons of hydraulic fluid used in a simulator motion system before using it. “New fluid is unacceptable for simulators. After being processed and ‘super cleaned,’ our hydraulic fluid is 12 times cleaner than brand new fluid,” claims Broom. “This reduces the overall cost of maintenance, especially by reducing contaminated servo valves.”

TRENDSETTER IN FLIGHT SIMULATION

Broom says the recurrent training curriculum incorporates “issues-driven” training based on trends the flight department spots in its own data or across the industry. These can include technologydriven topics such as RNAV arrivals and departures, severe crosswinds, short field landings, or runway incursions and other human factors issues. American’s advanced qualification program (AQP) recurrent training operates on a nine-month cycle, and includes: six hours of distance learning modules, such as windshear avoidance, hazardous materials, high-altitude physiology and de-icing; 13.5 hours in the classroom and computer-based training (CBT); and 13 hours in simulators and training devices. Retirement of a captain at the top of the pilot pyramid can trigger as many as 4.5 transition or upgrade training events: B757/767 captain moves up to B777 captain, B737 captain is promoted to B757/767; and down the line, an MD80 first officer sliding into a B737 right seat. (That is actually half the ripple effect compared with nine training transition slots in the late 1990s after the acquisition of TWA. American had 20 duty positions then, including three-crew B727s and DC10s, plus the now retired F100s, MD11s, and A300s.) The current course footprint for new type ratings is 22 days – 12 days of ground school and 10 days of simulator flight training. When not used for training the 8,400-plus pilots of AA and American Eagle, sims are made available to “companies that establish a business relationship with American Airlines and whose instructors are checked out to operate the flight simulators at the Flight Academy.” Third-party time can be leased on the A300, B727, B737, B757, B767, B777, MD80, F100, Saab 340, ATR, and ERJ.

B757 full flight simulator. Image credit: American Airlines.

Juggle Co-located with flight and flight attendant training facilities is American Airlines’ system operations control (SOC) center, the “nerve center,” responsible for coordinating the minute-by-minute operation of the route network. SOC flight dispatchers juggle myriad aircraft, people, facilities, airports, and airspace – including frequent abnormal and emergency situations triggered by equipment problems, adverse weather, and other events. What exactly are some of the daily issues dispatchers deal with? Pre-planning daily flight operations with emphasis on safety, efficiency, and economy consistent with passenger comfort and on-time performance. Changes in flight status such as aircraft substitutions, delays, unscheduled landings, diversions, or cancellations. Availability of crew and aircraft for each departure. Progress of in-bound flights entering control areas. Instructions to ground personnel. And much more. “Each day is different, based on weather, air traffic and other challenges. No day is ever boring. Aviation is an infectious business, it seems to get in your blood,” says Tim Antolovic, Managing Director, Dispatch Operations. “We deal with strikes, hurricanes, air traffic irregularities, airplane mechanical situations, and a host of other irregularities that become part of another normal day at the office.” The typical American Airlines dispatcher has more than 20 years’ experience. Antolovic says most of them work for another carrier (including American Eagle) and have their FAA aircraft dispatcher certificate in hand before joining

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Recognized The pride American has in its flight crews is readily apparent at the Flight Academy. The spartan entry has relatively little decoration. What immediately catches your attention, though, is a display for the Order of the Eagle award. Since 2005 pilots have been recognized by their peers for both extraordinary feats of airmanship and personal community efforts. Captain Bill Crooks and First Officer William Rodriguez for skillfully recovering from an engine power loss on take-off at Medellin, Colombia last January. Or Captain Peter Underwood for introducing 2,000 at-risk children to new opportunities through the Reach for Tomorrow organization. Plus 18 others over the past five years. The award is reserved for “pilots who have distinguished themselves in a superior manner while bringing great credit upon themselves and our airline.” cat

Simulation Technology Feature Writer CAT Magazine seeks a writer with a simulation and training background capable of accepting six to ten assignments throughout the editorial year. The ideal candidate will have ten plus years of simulation and training industry background, acquired through positions which may include simulation engineering, program management, training operations or marketing. Candidates must be comfortable working virtually, and should have a personal contact database covering simulation vendors, training providers and airline operators. Knowledge of publishing is a definite asset, as is an objective writing style. Some domestic and international travel may be required. Interested candidates should contact: Chris Lehman, Editor in Chief, CAT Magazine. Email: chris@halldale.com

Not Just What You It’s the Way You Say, Say It

CAT MAGAZINE • ISSUE 5/2008

CAT MAGAZINE • ISSUE 5/2009

Rockwell Collins' cloud shadows on the ground will vary in intensity depending on the density of the cloud and light source. Image credit: Rockwell

Collins.

TRAINING TECHNOLOGY

Brand Reality is now part of Applied Research AssoThales Training & ciates, suggests the most critical Simulation (TTS) went decithrough some structured sions are based products are pilots.” on natural intuition Unlike its devicesoul-searching but during the past year, supplemented by focused competitors, the ability to recogassisted by a LonCAE offers the don marketing research nize patterns and gamut of pilot screening, interpret cues. Even firm, focused on training cent“understanding the if an expert pilot ers for ab initio and has not encountered customer’s business type ratings, maindrivers,” Dransfield a specific situation tainer and cabin crew programs, and relates. “We’re lookpreviously, he has of ing for the right combination probably “seen course the gamut it before” in a of Series 5000 (regional of flexibility sort of – product and support mental simulation and business aircraft) – much like champion – that will work for and 7000 simulathem.” athletes visualize tors (widebody aircraft positive performances and helicopters), and winning results. Tropos visual systems, The result is a cornucopia flat panel trainers, of realities: reality integrated courseware, and “We used to think solutions, reality Simfinity web-based that experts carecommercial options fully deliberate the delivery. (financing), reality merits of each course support solutions (cover of action, whereas Klassen says CAE’s novices impulsively / traditional, assist current techni/ customisable, and jump at the first cal efforts include option,” says Klein. shield / turnkey), more content for visual and The reality equipment opposite is true. cueing and new “It’s the novices solutions. “Everything electric motion system who from completely must compare different algorithms for enhanced in-source to completely approaches to physical cues, out-source, and solving a problem. especially for critical everything in the Experts come up performance areas midwith dle,” Dransfield says. a plan and then rapidly Launched in February such as take-off, landing, and cross-wind – Thales’ “But we stop short assess whether it of providing instruction, will work. They move RealitySeven simulator. conditions. Enhanced fast because they air traffic control car park security, receptionist, do less.” Image credit: Thales. elements and weather and putting our effects are also name on the door.” part of the roadmap. Novices need a decision-making framework, i.e. weighing Above The formal launch CAE is initiating a research effort in February of options, to help to Thales’s RealitySeven them think their way Tricom’s A380 maintenance control loading, display explore “personalized (ADS-B) transponders through a dilemma. mirror radii up to instruction”, evalsimulator was for bizjets were flight timed with the transition But the way to get training device. 11 feet, and an instructor uating how an individual made available in people past the beginApril. into new facili/ operator seat candidate or ties in Crawley, ner stage is to “accelerate ergonomically designed Image credit: Tricom pilot uses the available Avionics are typically UK, and required Technologies. for the optimum tools in the cockthe growth of simulated: “a lot of change management their experiences” distance from the pit, then incorporating “They are so tightly so they can more touch screen monitor integrated, they are with staff.” The the information rapTTS culture is idly accumulate (and adaptable for into brief/debrief very hard to simulate described as “different “memories” and aspects of that person’s right-handers or properly. Training cues “left[from] the rest of that enable faster, ies”). Its new ThalesView, business development training. companies want Thales Group” despite better decisions. their simulator avionVP for Fidelity unveiled last Do you speak the a 10-year ownership year for the civil Flight Simulation. ics to match what CAE’s Jeff Roberts, “We’re not quite lingo of atC? air of the former Rediffumarket, has achieved “Software upgrades is sitting on the flight there yet,” Klassen group president, traffic control training effective communication sion / Hughes Training civil products and Level D acceptance to the avionics device cautions. “The challenge line,” Limbach advises. is all about clear training for and can give the sim “This process is three and Singer is – no small challenge more logisservices, devices. understanding and LinkMiles. Nonetheless, proposed a “closed-loop” A companion MPL manufacturer fits. tics than anything much harder if the Rick Adams reports in ever-busier airspaces Data sent to the else.” Dransfield says the sim manufacturer Level 4 device system in his Enamored as we on the different approaches aviand hectic ground is no New Reality investment keynote address expected as well, onics devices is longer has the simulator are with incredibly Monitoring an environments. at the recent WATS totally different likely to be labeled individual pilot’s of being taken. demonstrates and avionics at realistic computer-genera [from] cockpits on stilts the “very strong commitment” conference. He RealityFour. what happens in sessions might include its facility for testing.” ted visual scenes outlined closed-loop the aircraft. Placing to imitate crisis scenarios traditional vidto simulaand the capability an tion by the 12.7bn training as a continuous avionics upgrade eotaping. But it “The comes that Avionics upgrades ou say aerodrome, biggest stress down Euros revenue parent might also encompass change is that we’re even the most veteran configuration card to is training, observes learning and have often I say airin company. improvement process listening,” Dransfield the appropriate slot accents of controllers collecting data, captured required “a lot of of captains, what Rick Adams. port; you say software re-write, says. “We’re engagin a simulator typidriven by statisfor whom English it all apron, I say via eye-trackmore tics (both in-flight ing customers more.” cally does little except is not a first language, ing sensor technology trial and error than above Thus far TTS has ramp; you say and simulator data). we really want,” Incorporated in the render the device the casualness of announced 14 taking off, I that observes Limorders for the “We use this data new mindset is a say departing. inoperative.” long-time pilots who where the student bach says. So they adacel’s MaxSim yclist and cancer RealitySeven Level customer involvement atC tSS (tower Sometimes there to understand how is focusing, which cannot be corralled have developed survivor can 7 a ment device, including pilots panel, a dozen or be a big difference into using approved instruments “compartmentalized” Simulator System). Significant for Lance Armstrong, are operating their Simulation & Training and controls, for avionics upgrades half a dozen A320s so key customer in the way air traffic phrasing, and the approach, building aircraft and winner example, Solurep“are for tions (STS), is referring Airbus and the two how they are responding Above resentatives who controllers talk to happening with tendency of speech and measuring the simulator avionics image credit: adacel. of a record seven will meet two to most recent for Turkpilots in the US response times, much greater patterns to accelersoftware in a more to Rockwell’s to the curTour de three comfrelike France titles recently announced ish Airlines (THY). rent training syllabus. CTC will be the first times a year, and pared to the phraseology quency,” Limbach ate in stressful situations, how long it takes modular way with (and something the re-launch of techniCORE customer – One of the THY to react to a particurelatively independent notes. For example, Common Open It allows us to used in the rest and you get a of an with constantly sims expert on training Reusable Elements will be a traditional the new architecture cal expert advisory of the world, according Garmin announced sense of the challenge lar situation. sections of code. adjust the training regimens for featuring on two groups. A320. The other (CORE) simulation recently at the EAA of training for realto Jose aragon, process FFS. based will declared in his autobiography,his sport), architecture strategy. be “swapped” between Image credit: Rockwell atC chief instructor AirVenture in Oshkosh, world atC environments. “We need to know Fidelity production Coupling more congested on this information. Collins. for Faa and iCaO A330 and A340 what’s going on Wisconsin, that manager Ron “It’s not airspaces types, about the bike”. at Pan am international a scaled version Getting Personal in the cockpit, what Kostosky says, from anticipated The unveiling of “The closed-loop Unlike the emphasis highlighting the of its synthetic air traffic growth “Our plug-and-play RC’s long-anticimethod,” Roberts modularity / flexthe pilot is doing Flight academy in pilot trainvision world- ibility of pated civil aviation added, “becomes in Miami. “3D virtual reality” The modular designs ing on the technology beyond what an And now, after design allows for wide with the potential the design. training thrust follows decades of putting instructor can observe more important technology would the switching of touted by Rockwell mass retirements and procedures as be the full flight simulators on the heels of Thales module (or “docking overall levels of pilot available on the and Thales “seem of aircraft systems, peering over his avionics components of experienced US Dransfield envisions the three contrasting G600, on Training shoulder controllers “the station” very experience along a various core familiar pedestal as individual in the newbecause & Simulawith a new and taking the business of terminoloin the com- tion integradecline, to us,” as tion’s “New Reality” parlance), a visual gies above are just autopilot interface notes CAE CTO air traffic control notes.” pieces. For example, quintessential be-all ing years, the need and relocation options we can no longer is effective communicaKlassen. “We put systems module, concept, which civil a few among dozens and optional GWX and end-all of for improved atC count on long if a customer for the custhese andapprenticeships technology-driven marketing and strategy tomer. “We build an aircraft-specific of differences between weather radar. At standards into the tion,” aragon notes. switched cockpit training - and more The individually to convey the necessary training, those who the cockpit module the business aircraft cockpit module displays from an market a couple of it - is self-evident. tailored instruction director, Mark approved iCaO inknowledge.” Aviof develop professional Dransfield describes almost as an FTD.” the case of an FAA phrases and their convention late years ago.” Modularity, research is part dyne Entegra to Somewhat neglected of a five-year, US$665m 2008, Garmin touted equivalents in amerinot as a technical pilots for airlines, Level D/ICAO MPL If an airline’s fleet Garmin G1000, he explains, can in decades we bizjets and the military revolution but more changes, they could Level 7 flight simulation can airspace. although FAA approval for deliver to the customer past, the atC training “Project Falcon” would change Precision “a change of the G1000 retrofits. R&D effort announced the cockpit hardware buy a new cockpit are stating, nearly environment has training device there are only with a shorter way in synch, “It’s not of doing business…. and put it on the (FSTD). But all three Keeping Pace about 50 standard lead-time at reduced been getting considerably by CAE and the and then just switch Pan am’s instructors Less than a year about the machine”. existing docking Technically the cusword combinations Canadian government major sim manucost. The Montrealago Rockwell Colthe software drive see the lan- / more attenstation In in truth, it never really tomer liked us. But facturers quickly Sometimes the the authorities’ tower motion system (and lins unveiled a program based training company tion recently. ground in March. Among for the displays guage challenge emphasize the flexibilwas. training challenge the customer base we want to run. every week, delivering the project’s primary perhaps use the old and ground control side, iCaO manhas occasionally to upgrade Pro Sepais is changing.” There’s cockpit as a high-end ity for the customer machines that do guidelines, “there Line 4 flight decks moved simulator dated that, as of goals are an augmented “The machine rate software pieces refresher training less of an emphasis March 2008, controllers cockpits from one not communicate are numerous ways is generic,” Andy and “more focus in radar, tower and to the newer Pro FTD). A training allow us to easily visionics sys- Morris well locaonwith other to pre- center operator on engineering, he training value and issue a command,” Line 21 configuration. tion to another within must demonstrate tem, enabling a support different cision approach of Rockwell Collins machines. And the whose business for explains, more on performance aspects,” says gary Pearson, pilot to take off positions to controllers avionics, or different Level 4 proficiency its global network, suggests. “It It is currently solution a certhe and could be any VP business and financial tain aircraft type as CAE chief technology may also be modular. advanced programs in flight test for requiring only about in English. On the land safely even versions of the same from nearly every device, including shifts from one region the next-gen Pro when visibility outside airside iCaO’s multicorner of the planet. and product mana day for final inteaspects in deciavionics suite, all officer Adolfo a mainteLine nance or flight trainer. sion-making. to another could Klassen phrases it. agement at adacel Fusion, which gration and validation pilot licensing the cockpit is restricted, driven off the same “Students come “One of the biggest reposition just the incorporates synthetic (MPL) street-to-rightfrom all walks of What we’ve crecore code.” Systems’ Orlando, challenges simuat the new site. and simulation ated cocklife,” pit module, lator providers are Florida. “there are and enhanced vision, And for some military seat scheme, and and modeling for On the surface, the says gary Laguardia, is a fundamental Aerosim director not an entire simulator faced with in the new types of aircraft, 30 different ways the proposed iCaO simulation envicommon thread of product develbusiness developheads-up guidusers, CAE has - “not age to ronment designed between the Rockwell overnight, but maybe CORE Beliefs of glass cockpits, issue a taxi command ance display, and built multiple cockpits 9625 Edition 3 update unmanned vehicles, opment, Phil ment leader. Pan to support all training Brown acknowledges, is updating avionics am has been approved once a year.” multi-scan hazard design, Thales, and 18,000 ways, and replacement that can “roll on for flight simula/ - military or commercial.” and CAE’s Series Rockwell Collins’s systems to match at last count, to issue detection. Voice roll off” a single docking tion training devices models for current “With technology by the World Bank’s Among the technical recognition is seen CORE architecture aircraft. the latest manufacconstantly evolving, 5000 and 7000 a traffic command.” (FStD) are driving European CommisMorris, direcstation, enabling features of the as a is it tor of international announced two Seven, are digital the culmination future capability. aircraft type changes enhanced atC becomes ever more sion, enabling any now add the “We haven’t slowed years ago may of a five-year sequence turer’s release,” explains Mark Limbach, simulation Updates for automatic electric motion business developmember state to sometimes heavy within a few hours. challenging to keep down R&D seem and use to be their modularity of acquisitions in dependent pilot training requirements. into global spending,” Klassen each training device the Florida facilities But Klassen quickly the surveillance-broadcas training – in for says, a motion base sync with the fleet points out, “Our qualified training. 18 CAT MAGAZINE adding that 16 CAT MAGAZINE • 12 CAT MAGAZINE market by 20 CAT MAGAZINE • t the Cedar Rapids, • ISSUE 3/2009 • ISSUE 4/2009 CAE is holding configuration. Depending ISSUE 4/2009 ISSUE 4/2009 training is tailored to its forecast. Iowa-based avionics to the national on complexCiting

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the Drive For Realis

Refocusing the Visual Evolution

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tRAining TECHnOLOGY

airline training profile

AA. “Once at AA, each dispatcher completes basic indoctrination and initial training. This is followed by four to eight months of on-job training, supervised by an experienced dispatcher.” During the “upgrade” process, the dispatcher must pass a written test, two-day competency check, and complete a route familiarization - at least five hours in a cockpit riding and interacting with the crew during line operations. “Since the dispatcher often ‘flies in front of the airplane,’ he or she tells the crew when they need to be made aware of important operating information,” explains Antolovic. “This ‘flying in front’ is part of their situational awareness and it helps riding in the airplane to develop a sense of issues that confront flight crews and how dispatchers can best be helpful and interact with the captain.” Once checked out, dispatchers complete annual recurrent training. International dispatchers typically study additional modules specifically geared towards their respective geographic areas.

Broom says AA’s simulator training equipment support (STES) team worked with Flightscape to figure out how to take the data collection one step further, porting it from a full flight simulator, then it could add interactive air traffic control communications and replay the scenario for pilots. Being able to do the data collection in a simulator of course opens up unlimited opportunities for what it wants to show the pilot. Other challenging airports in AA’s system include La Paz, Bolivia; Guatemala City, Guatemala; and Quito, Ecuador. “These airports are challenging due to terrain and high elevations. American Airlines adds qualification requirements above and beyond that required by the FAA,” Broom explains. “These include reviews of our online airport familiarization programs, experience requirements for crewmembers, currency requirements, and initial qualification with a check airman, and are in addition to the FAA requirement to review approved pictorials of the airport.” AA also uses Flightscape to create animations for not-sochallenging airports but with which American’s pilots may be less familiar. OJ Treadway, manager, flight operations support, notes that Flightscape “also allows us to capture and study unusual FOQA events. Use of the Flightscape system in both programs improves safety and generates significant cost savings.” Flightscape’s Insight was originally developed to analyze flight data for accident investigation. It processes the raw binary flight data from the FDR for maximum fidelity. It can also be used to study simulator sessions. Flightscape, which is owned by CAE, also offers a web-based data analysis service through the International Air Transport Association (IATA).

It’s Not About

Pilot and Mainta

The Machine –

iner Training Equipm

ent

Image credit: Wizzair.

Flight Ops

EASA Flight Ops And Flight Crew Licensing – Where Are We Now? Closing dates for comments on flight operations and flight crew licensing NPAs have passed. EASA is now intent on responding and making amendments in light of the responses. But the process is proving slow and painful, writes Peter Moxham.

he flight crew licensing procedure is well underway but it is likely to be year-end before revised notices of proposed amendments (NPA) are available. This is seriously eating into the time available to implement changes to FCL regulations, which still need to be completed by April 2012. The problem is not limited to those who are regulated but also to the national authorities, which are required to ensure compliance with the new EASA regulations. Historically national authorities have been unable to adjust with the speed now required. It should be remembered that the EC legal process is tortuous and the process time needed from acceptable NPA to European law will be at least one year – likely date is now at some point in 2011. The situation is far worse with flight operations. The closing date for comments in this area was significantly later than FCL and therefore the timescales rather more compressed. Many of the

proposed changes in this area will be very time consuming for operators to introduce, not least in the area of flight time limitations. In just a few years operators have moved from national requirements to JAR Operations to EU Operations, and now to EASA Operations. One really does begin to wonder if there is an element of over-regulation in this sector. Times are financially very difficult for most of the world’s airlines and they are no longer in a position to employ the required numbers of staff to ensure speedy adoption of new requirements. Indeed, it is important that those issues with safety considerations are given priority attention.

Approach The time has come for the European Commission to adopt a more rational approach to the new regulations. When it instructed EASA to take over the rulemaking process for FCL and flight operations it had no idea what it was asking,

and EASA failed to understand the scope of the task with which it was presented. Thus we have had many delays and changes in response dates. And yet the Commission will still not agree to an extension of the implementation date. The problem was compounded by the addition of extra tasks for EASA, including aerodromes and ATMs, before earlier requirements were completed and without adequate funding or staff numbers to meet the time-scales laid down – a rather typical political approach. The fault is not all with the Commission. Some believe that the Agency took on board some responsibilities, which were not required by the Commission and that this dissipated staffing arrangements at a time when everyone’s hand was needed at the wheel. It is still difficult to understand why so few EASA staff were allocated initially to the task of introducing the regulations for FCL and flight operations. Even more difficult to grasp is the current complete lack of practical professional FCL and CAT MAGAZINE • ISSUE 5/2009

Flight Ops

flight operations expertise in Cologne. Having a balance of legal and practical expertise available within the Agency could have saved a good deal of time and difficulty. This is not a criticism of the lawyers actually involved, all of which have given more of their own time to these matters than anyone has a right to expect. Where will you find staff of national authorities handling telephone enquiries at 21.00 on a Friday, or dealing with extensive e-mail communications way outside normal work hours? Despite the foregoing it is becoming clear that some mechanisms will have to be installed to spread the introduction of the new EASA regulations over a longer period, perhaps by the acceptance of grandfather rights or some similar rule. It will be for EASA to make proposals to the EC and for the Commission to lay these before Parliament. But it remains very important for those in the front line of flight operations and training to lobby for these proposals when they are made public, to be given due consideration by those in Brussels who are responsible. It is most important for industry to be kept informed by EASA of its thoughts and for meaningful consultation to take place before proposals are passed to the Commission. There is very good reason for all to closely watch developments over the next few months and to give very careful consideration to the revised NPAs when they become available.

Exchange In a recent exchange between the Agency and the Commission, it was apparent that the Agency was aware of its deficiencies and problems. The Commission completely failed to understand that by continually adding to EASA’s tasks without providing adequate funding it was creating a future problem, which would probably leave industry with many pieces to pick up. Although many national authorities have reduced their workforces in expectation of EASA taking regulatory control, they will be forced to undertake their present responsibilities for longer than originally envisaged, with all the consequent difficulties this will cause. In September 2009 the situation was recognised by the Commission 20

CAT MAGAZINE • ISSUE 5/2009

Some 33% of all European pilots gaining their initial licences receive some training outside of the EU. Image credit: CTC Aviation.

and jointly with EASA, they produced a document for submission to EASA management board on the way forward. This document recognised the need to prioritise the process, in particular to concentrate on areas which affect commercial air transport. It is yet to be decided exactly how this will work in practice but if carried through, the proposals could lead to more time for both the national authorities and industry to address the various changes and provide a greater chance for the new regulations to be introduced in a practical manner.

Failing From an industry standpoint EASA seems to be failing to communicate and discuss some of the more serious issues. In professional pilot training the requirement for all persons involved in pilot training outside the EU to hold EASA appropriate licences and ratings led to one of the highest levels of comments in the recent NPAs. Concern is mounting at the complete lack of communication with stakeholders on this subject. Indeed the implication is that EASA believes that there is a serious safety issue here. There is no evidence, however, to support this and, if it is applied, then the European airlines and more significantly the corporate aviation sector will be seriously affected.

Currently some 33% of all European pilots gaining their initial licences receive some training outside of the EU. There is nothing new in this, it has been the case for many years, but in the corporate sectors the number of simulators available for corporate aircraft is minimal. Indeed for almost all types the only type rating simulator capability is outside Europe and using largely FAA qualified instructors. Again there is no evidence of any safety implications, but if EASA continues on its present course then type training will revert to using actual aircraft, and that most certainly is a safety issue. It is essential that EASA discusses its proposal with stakeholders, not just by giving its own presentations at its own events, but also by undertaking meaningful discussions with those involved. It has long been recognised by industry that EASA may employ first class legal minds but it has totally failed to include in its staff people with practical backgrounds in either flight operations or flight crew training. In one area EASA is making some progress and that is in establishing a process of standardisation to be applied across all EC member state national authorities. This is key to the future standing of EASA regulations. There must not be allowed to occur technical situations, which allow those being regulated to “shop” around the various authorities to achieve the most satisfactory technical solution. It is likely that there will be shopping for the best financial deal, but it is extremely important that the actual regulations are applied in the same manner across all members of the EU. This is well recognised and the standardisation inspection teams are already being established with regard to FCL and flight operations. These teams need “teeth” to ensure that the system works or all the advantages of EASA over JAA will disappear. It is hoped that the EASA breakout session at EATS this year will allow the concerns of industry to be better understood by those in positions of responsibility in Cologne, and that delegates will raise their concerns face-to-face. EASA has agreed to this breakout because it accepts that there is a lot of misunderstanding and misinformation in the industry. Hopefully industry will respond with a meaningful input. cat

CIVIL SIMULATION & TRAINING

NEWS

one step ahead

Issue no.21 Fall/Winter 2009-2010

CAE’s Training Centre Operations

IN THIS ISSUE Executive Corner 2

From the dream to the Dreamliner

Featured Service 3 CAE’s training centre operations

Technology Developments 4 New CAE engineering capability to reduce risk for prototype aircraft development

Training Developments 5 Competency-based aviation training solutions – a potential standard for a non–standardized world

Regional Spotlight 6 CAE Brussels training centre

Customer Focus 7 CAE’s new 360° Command Centre

News & Notes 8 Executive Corner

From the Dream to the Dreamliner The passion for flying that people in the aviation community share is often part of a lifelong pursuit. It may have begun with the first sighting of a silver bird cruising overhead or that maiden aircraft flight as a child. “That’s what I want to do. I want to fly airplanes.” At CAE, our mission is to help fulfill this passion. Our focus is to continually develop the knowledge and skills that enable pilots, cabin crew, maintenance technicians, and dispatchers to deliver the utmost in customer satisfaction with ever-improving safety and operational efficiency. We offer the complete range of training resources that can transport you from “the Dream” to the captain’s seat in the Dreamliner … or an A380 or any other advanced technology commercial or business aircraft of today and tomorrow. Our entire portfolio of products and services is aviation career-centric. If you are just starting on the path to a commercial aviation career, we offer ab initio programs through CAE Global Academy – the world’s largest network of ab-initio schools. If you are a professional pilot transitioning to a new aircraft, we provide operationally oriented type rating training on more than 115 configurations at 23 training centres, as well the most flight simulation training devices (FSTDs) fielded with airline and corporate aviation customers on five continents. Is it refresher or recurrent you need? CAE’s e-Learning courses can save travel time and expense. Our CAE Flightscape software can translate your real-time flight data into operations and training curriculum enhancements. And if your flight department is seeking to fill short- or long-term staffing slots with the highest-quality crews available, we have proven pilot screening and pilot provisioning programs.

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

No one else has CAE’s flexibility to meet your training needs. For example, if your fleet requires 2.5 simulators to handle transition and recurrent regulatory demands, you could opt to purchase three CAE 5000 or 7000 Series simulators, and we can assist you in marketing the spare time to third-party clients. Or you might purchase two simulators and use one of the training centres in CAE’s global network to address your additional crew needs until your fleet growth justifies another in-house device. We can even help you finance your training infrastructure needs, and manage the schoolhouse for you so you can concentrate on your core competencies of passenger and cargo service. Our full-flight simulators and CAE SimfinityTM integrated procedures trainers (IPTs) and flight training devices (FTDs) – which use the same software as our full-flight simulators – lead the industry in technology innovation and life-cycle cost. We’ve just completed in-plant acceptance for Japan Airlines’ first Boeing 787 Dreamliner simulator. Our engineering team has successfully met the complexity challenge of developing more than 40 prototype aircraft simulators. Some simulation equipment manufacturers have yet to attempt a prototype project. In the current difficult economic period, our Customer Advisory Board is emphatically telling us they need partners like CAE to help lower their operating costs and enhance efficiency. A few in our industry suggest that airlines can perhaps save with

less-capable training devices. But will a lessfor-less approach meet the critical need for improving safety and effectiveness as aircraft are becoming more complex, airport terminal areas more congested, and the pilot pool less experienced? At CAE, our goal and our customers’ goal has always been more for less. We want to understand our customers’ evolving business models better, and be ever-closer to your philosophies and procedures. That is why we have shifted more of our resources to the regions where our customers are located. We are empowering front-line regional leaders with the flexibility and responsiveness to leverage the entirety of CAE’s holistic capabilities to tailor operator-defined training solutions. We offer the civil aviation industry’s only comprehensive, integrated suite of products and services because one solution cannot fit the diverse needs of our customers. Prospective students, pilots, cabin crew, maintainers, dispatchers, airline and corporate flight departments, and training organizations will choose the options from CAE’s portfolio that best suit their unique requirements and keep them one step ahead. There is, of course, one common dream that we will all continue to share: the passion for safe flying. – Jeff Roberts

Our entire portfolio of products and services is aviation career-centric

Executive FeatureCorner Story

CAE’s Training Centre Operations On-site technical and engineering support enables JetBlue to focus on core competency Core competencies. Businesses in every sector of the economy are seeking to focus on what they do best and task reliable partners to handle the rest. At JetBlue, their core competency is flying passengers safely and efficiently on a growing number of routes across the Americas, including training highly qualified pilots, cabin crew, and aircraft maintenance technicians for their Embraer E190 and Airbus A320 fleets. “Since JetBlue’s inception, our mission has been customer service excellence delivered by the airline world’s finest crews,” said Mike Barger, Senior Vice President Fleet Operations for JetBlue. To support their network of 15 training devices at the airline’s Training Campus in Orlando, JetBlue turned to a partner whose core competencies include simulator engineering and maintenance – CAE. CAE provides support for all of JetBlue’s training equipment at the Training Campus: seven Level D full-flight simulators (FFS), six Level 5 flight training devices (FTD), two full-size cabin trainers, and a 2,500 square-foot, 110,000-gallon swimming pool for ditching and water survival training. CAE’s team of technicians and engineers in Orlando keeps the equipment available 99 percent of the time in a 24/7 operation, serving not only JetBlue crews, but also JetBlue’s third-party business partners. The technical team follows a strict scheduled preventive maintenance schedule, developed and refined by CAE with its vast experience in training equipment support. Ask any flight instructor at JetBlue what to do when help is needed, and the answer is “2310”; that’s the extension to call at the Training Campus anytime an unexpected incident occurs, and a CAE team member is soon on the scene to resolve the issue. CAE’s Training Centre Information System (TCIS) helps maintain accurate records of data required for annual and quarterly tests – as well as daily preflights, deficiencies, and corrective action for all training devices – to comply with Federal Aviation Regulations (FAR) Part 60. CAE’s system provides real-time metrics and reports, enables maintenance scheduling, and provides web access to all simulator information. The CAE support team at JetBlue also has an on-site engineering capability, enabling a more rapid response to changes in training requirements. For example, check airmen at JetBlue rely on CAE engineers to translate their lesson plans for standardized training

ExecutiveService Featured Corner

into the automated instructor page system. This permits the instructor to devote more time observing the flight crew. The engineers at JetBlue’s Training Campus provide improvements to simulation software to meet ever-increasing demands for realistic training scenarios, including malfunction development, new instructor station features, software revisions, visual database updates, and conformance with airplane fleet configuration (such as the autoland and steep approach enhancements to Embraer’s E190 aircraft). CAE’s engineering and customer service organizations are also available to assist the on-site team. CAE has developed an unprecedented expertise in all areas of training centre operations from managing a global network of 23 training centres on five continents, equipped with more than 140 full-flight simulators. In addition to JetBlue, CAE supports training centre operations for Air Canada, the Federal Aviation Administration (FAA), and UPS. CAE’s training centre operations offers airlines an array of services from turnkey solutions to specific services depending upon the customers’ unique operating needs and requirements: • Training centre management and software • Instructor services • Third-party sales • Facility management consulting and services CAE can efficiently handle every aspect of the day-to-day operation of a training centre, from customer greeting to crew training and everything in between. Alternatively, CAE can offer a more targeted scope, such as simulator maintenance. Now in its fifth year of operation, CAE at JetBlue’s Orlando Training Campus continues to excel in its mission to meet the training needs for the flight and cabin crews of JetBlue Airways. Lee Baldwin, CAE Manager of Engineering and Maintenance, notes, “CAE’s engineering and support team has demonstrated remarkable ability to improve the crew training environment while minimizing interruptions and maximizing reliability.”

New CAE engineering capability to reduce risk for prototype aircraft development Image courtesy of Bombardier

CAE Augmented Engineering Environment™ to enhance design, system integration, flight tests, and service entry phases for today’s complex aircraft Prototype aircraft present a unique, highrisk development challenge. Now aircraft original equipment manufacturers (OEMs) have a new suite of tools to help reduce risks through key phases of a new aircraft’s progression.

than 40 prototype aircraft. Elements of the AEE capability have been applied to the Airbus A340/A380 for flight test rehearsal and the Embraer E170 fly-by-wire control laws and aerodynamics models, as well as other programs.

“CAE’s Augmented Engineering Environment™ (AEE) leverages the company’s expertise in modelling and simulation, systems integration, and testing of multiple generations of avionics systems. Our partnerships with many OEMs to develop training solutions in parallel with aircraft development have provided CAE an in-depth understanding of this dynamic environment,” says Mark Soodeen, Head of New Business Initiatives for Civil Aviation Services at CAE.

Bombardier’s CSeries Complete Integrated Aircraft Systems Test Aircraft (CIASTA) program will apply the full AEE capability to an engineering development simulator and a prototype FFS, as well as additional CAE engineering design and support services. The CSeries, which Bombardier estimates will consume 20 percent less fuel and be the “greenest” in its 100-149 seat class, is scheduled to enter service in 2013 with launch customer Deutsche Lufthansa AG. “CAE’s modelling and simulationbased solutions will help us accelerate and enhance the efficiency of the CSeries aircraft development, all while reducing cycle time and overall costs associated with testing and validation,” stated James Hoblyn, President, Bombardier Customer Services & Specialized and Amphibious Aircraft.

The benefit of CAE’s Augmented Engineering Environment to the OEM is the capability to identify and resolve integration issues as early as possible in the aircraft development program, minimizing more costly downstream risk. The AEE accelerates the cockpit design cycle by integrating control panels, avionics, all aircraft systems, a visual environment, and aircraft dynamics. Flight test time can be optimized via cockpit procedural evaluation, windshear testing, and aircraft operational evaluation in the simulator. And select certification tests such as head-up display and enhanced vision can be performed on the ground. CAE has delivered full-flight simulators and other training devices and services for more

The CSeries engineering development framework will initially be populated with generic simulation models to evaluate system design and integration concepts. As supplier hardware and software become incrementally available, the generic models will be replaced with actual aircraft components. “Today’s commercial aircraft have a high degree of complex systems, not only in

the cockpit, but networked with real-time maintenance data and cabin crew systems as well. CAE understands the complexities of new aircraft development, the iterative updates, and configuration management challenges. We have the proven ability to integrate multiple supplier elements that use different computing languages, operating systems and interfaces,” notes Soodeen. “The AEE capability enables CAE to manage the test environment using a higher level of integration. This allows the aircraft manufacturer to concentrate their resources on aircraft development activities,” Soodeen says.

Nathalie Bourque, CAE Vice President, Public Affairs and Global Communications (3rd from right), at the groundbreaking for Bombardier’s CIASTA facility in Mirabel, Canada. From left to right: Mr. Jean Teasdale, Vice President, Real Estate and Commercial Services, ADM, Mr. Hubert Meilleur, Mayor of Mirabel, Mr. Guy C, Hachey, President and Chief Operating Officer, Bombardier Aerospace, Mr. Mario Laframboise, Member of Parliament of Argenteuil-Papineau-Mirabel, Mr. Benjamin Boehm, Vice President, Programs, Commercial Aircraft, Mrs. Bourque, Mrs. Denise Beaudoin, Member of the Provincial Parliament of Mirabel, Mrs. Madeleine Caron, Assistant Deputy Minister, MDEIE. (Photo courtesy of Bombardier)

Technology Developments Feature Story

Competencybased aviation training solutions – a potential standard for a non–standardized world

Great strides have been made within the industry to improve airline safety standards over the past 20 years. Today’s airplanes are well designed, reliable and have ample redundancy. These advancements have increased the flight crew’s situational awareness and reduced their workload, leading to 20 percent fewer crew-related incidents. However, the aviation training community has seen other challenges emerge. Pilot training technology has significantly outpaced training regulations. Training providers recognize that prescriptive hourly requirements, pilot training methods and evaluation criteria have not kept pace with the huge improvements made in training technology and simulation fidelity. One potential solution that simulation and training forums around the world are discussing is competency-based training, a method that places emphasis on benchmarked standards of performance focused on what a pilot will do in the workplace after completion of training. Is competency-based training realistically achievable throughout today’s global aviation community? And, ultimately, is standardization possible in a nonstandardized world? At CAE, we believe globally standardized competency-based training is achievable. Although most modern military training is “mission-oriented,” competency-based application to civil flight training is still fairly new and its true potential is still being investigated. Competency-based programs mandate the continuous assessment of knowledge, skill, and attitudinal (KSA) competencies against benchmarked standards, using state-of-the-art tools such as learning management systems (LMS) to ensure the trainee continuously matures Training Developments

as he or she progresses through a given program of instruction.

supporting evaluation criteria so that pilots are fully prepared for their job at an airline.

Existing prescriptive training programs actually do very little to confirm that the trainee has mastered the required KSAs associated with a specific task. Seasoned instructors and examiners acknowledge it is difficult to fully evaluate a pilot in a narrow window of four hours with a limited set of maneuvers. Current tests and checkrides are basically “spot checks” along the training path. By contrast, competencybased training is a powerful methodology that provides the training organization with significant tools to customize, adapt and steer the training to achieve optimal results for any given individual.

CAE’s proposed MPL and existing airline transport pilot license (ATPL) programs will incorporate the CAE Aircrew Selection System (CASS). The programs will also feature a robust global quality system that supports managers with a set of tools and priorities in day-to-day operations. This system is specifically designed to augment safety initiatives, reveal latent threats to the organization, confirm program execution and instructor proficiency and provide guidance for long-term actions. All of CAE’s MPL and ATPL programs will include a comprehensive and fully integrated planning and data collection system as well as a flight operations manual with common practices and procedures to be used throughout CAE’s global network of flight training organizations.

CAE’s in-depth involvement with the development of an MPL (Multi-crew Pilot Licensing) program has provided an opportunity to investigate alternative means of training using competency-based training and assessment as a foundation. CAE has focused on features that form the core of competency-based training, such as: • comprehensive aircrew selection process; • aviation English language training; • application of instructional systems design processes; • benchmarked standards of performance, focusing on the end goal; • scenario-based training; • standardized testing and a satisfactory completion of training based on the achievement of all specified components. To help address the dramatic rise in the need for qualified pilots in the coming years, CAE is readying deployment of its MPL program using competency-based training solutions to address essential training methods and

Another essential for competency-based training is program oversight. National Aviation Authorities (NAAs) must keep a continuous look at a training program’s processes, quality system, courseware, training tools and instruction. Testing of students must consist of a comprehensive evaluation of developing knowledge and skills. CAE places a tremendous emphasis on coordinating with regional and local aviation authorities, since many International Civil Aviation Organization (ICAO)-recommended training standards are actually taskings to the NAAs. The overarching objective of competencybased training is to provide the airlines with pilots qualified to operate a multi-engine, turbine-powered, multi-crew aircraft in all expected operational environments. CAE’s training programs will deliver a competency-based solution that ensures the highest global standard. – Adapted from a presentation at the 2009 Asia Pacific Aviation Training Symposium by Kris Van den Bergh, Vice President, Pilot Provisioning, CAE.

CAE Brussels Training Centre: excellence in the capital of Europe More than 80 years ago, in 1927, the year Charles Lindbergh flew across the Atlantic Ocean, the first pilot school in the Benelux countries was established – the Nationale Luchtvaart School (NLS), or National School of Aviation. Today the tradition of aviation training innovation in the heart of Europe is carried forward by the dedicated expert team at the CAE Brussels Training Centre.

around the world. The academies’ training environment is practical and focused on the operational aspects of commercial flying, using modern technology and aircraft as well as industry best practices for consistently high-quality graduates.

The Brussels centre provides type-rating initial, recurrent and cross-crew qualification training for flight crews and maintenance technicians from nearly 100 passenger and cargo airline customers throughout Europe, Africa, the Middle East, and other regions.

CAE acquired the Schreiner Friendship Simulation Company (FSC) resources in 2001, including facilities at BRU which are now part of the CAE Brussels Training Centre, and the NLS in Amsterdam, The Netherlands, which also operates as part of the CAE Global Academy.

The facilities include high-reliability, Joint Aviation Authorities (JAA)-approved fullflight simulators and training devices for: • A300-B4 • A320 • A330 • A340 • ATR 42 • ATR 72 • AVRO RJ 85

• AVRO RJ 100 • B737NG • B737 Classic • B757 • B767 • C130H/L382G • Dornier 328TP

world in Arizona. With a capacity for 400 cadets a year, the Mesa facility is now part of the CAE Global Academy network and is approved by the U.S. Federal Aviation Administration (FAA), JAA, the Civil Aviation Administration of China (CAAC), and India’s Directorate General Civil Aviation (DGCA). The Brussels academy has an additional capacity for 200 students. SFA Africa (Douala, Cameroon) is now also part of the 10-site CAE Global Academy alliance.

CAE builds on the pioneering legacy of Sabena Flight Academy and Schreiner FSC with world-class simulator training, ab initio academies, and pilot provisioning to meet airlines’ crew needs.

The CAE Brussels Training Centre also delivers EASA-approved Part 147 maintenance training (Category B1, B2 and C type) for various aircraft types: B737300/400/500, B737-600/700/800/900, B757-200/300, B767-200/300, Airbus A318/319/320/321, L382 (Hercules)– both civil and military.

The CAE Global Academy at Brussels was part of CAE’s 2008 acquisition of the Sabena Flight Academy (SFA), which included Flight Training Organization (FTO) and Type Rating Training Organization (TRTO) components. Originally Sabena Airlines’ in-house operation since 1953, SFA is one of Europe’s oldest and most respected pilot training organizations.

Brussels is the headquarters for the CAE Global Academy, an alliance with leading ab-initio flight schools in strategic locations

In 1991, the Brussels leaders launched an ab-initio training school halfway around the

The Brussels team also initiated CAE’s pilot provisioning service, and provides flight crews with demonstrated skills and competence to meet operator staffing needs. Pilot provisioning reduces flight departments’ recruiting and training costs, and helps ensure continuity of flight operations. The CAE Brussels Training Centre is conveniently located at Brussels Airport (IATA: BRU, ICAO: EBBR) in Zanventem, about 11 kilometers northeast of the city center. The Brussels Airport has been selected in a passenger survey as the “Best in Europe” by the Airports Council International / International Air Transport Association (ACI/IATA). And, thanks in part to Brussels’ central role in European Union government affairs, pilots and maintainers who train at the Brussels centre can enjoy some of the best food in the world.

Regional Feature Spotlight Story

CAE’s new 360° Command Centre provides comprehensive customer support view

Command Centre is one of a series of initiatives to raise CAE’s best-in-class service to a new level Early every morning, the CAE customer service team gathers in front of one of several large display screens in an expansive room in the commercial aviation hub in Montreal. The screens provide a complete visual representation of every active customer simulator project around the world – performance data, repairs and spares issues, warranty claims, safety items, installation handover status. CAE supports more than 900 training devices for 100+ customers in 40 countries on five continents. The new CAE 360° Command Centre, where the daily stand-up customer support meeting is conducted, is the latest of multiple steps CAE has taken to capture and coalesce simulator data and provide unprecedented visibility for both the company and its customers. The initiatives are an outgrowth of ongoing feedback from CAE’s Customer Advisory Board, Technical Advisory Board, User’s Conferences, and individual customers. The CAE 360° Command Centre was unveiled at the most recent CAE User’s Conference this past summer, and complements these support implementations: • CAE 360° Customer Report Card: the customer’s window into the Command Centre with a full listing of deliverables in an easy-toread dashboard. • CAE Customer Portal: customized, up-to-date information on a customer’s current and past projects, parts repair status, and access to our new on-line spares ordering system, as well as reference material such as the Field Service Bulletins (FSB) library. Executive Corner Customer Focus

• Hand-Over to Customer Support (HOTCS) process: providing a smooth, complete and consistent transition from pre-RFT (readyfor-training) to the operational phase of the flight simulation training device. The process incorporates remote access so technicians in Montreal can collaborate in real-time with CAE and customer colleagues at the installation site. • Voice of the Customer report: bringing feedback and lessons learned from our customers’ experiences to CAE’s design groups to enable continuous improvement of the current simulator fleet and influencing future designs. • Increased Field Service Bulletin releases: highlighting solutions to issues our customers share in common to keep everyone’s fleets up to date. The CAE 360° Command Centre provides a new level of problemresolution efficiency and communication of customer service priorities throughout the enterprise. CAE President and Chief Executive Officer Marc Parent has a dedicated screen in his office which constantly displays the Command Centre big picture. Jeff Roberts, Group President, Civil Simulation Products, Training and Services, has a dedicated screen in his office as well. “CAE has been recognized for many years for providing our customers with the most innovative, industry-leading support solutions,” says Jean Bergeron, Manager, Customer Support. “The 360° Command Centre is one more game-changing tool for CAE to continue to leverage our global technological capabilities and raise the bar on customer focus.”

News & Notes CAE, the Solidarity Fund QFL, and SGF create a financing tool and fund for civil flight simulators Marc Parent (right) has succeeded Robert E. Brown as President and CEO

Marc Parent succeeds Robert E. Brown as President and CEO of CAE Marc Parent succeeded Robert E. Brown as President and Chief Executive Officer of CAE as of September 30. Mr. Brown will continue as an advisor until the end of December 2009. Under Mr. Brown’s leadership since 2004, CAE’s annual revenue grew 77 percent to C$1.7 billion in fiscal 2009. CAE also launched more than C$1.6 billion in R&D projects. “I am privileged to follow in Mr. Brown’s footsteps,” said Mr. Parent. “I am also proud to work with the men and women of CAE who are the best in the world in their field. Together we will continue to grow our company by leading in our core markets, listening to our customers, leveraging our core competencies in other industries, and investing in innovation.” Mr. Parent joined CAE in 2005 as Group President, Simulation Products, responsible for the design and manufacture of simulation products for the civil and military markets. His role was expanded in 2006 when he was appointed Group President, Simulation Products and Military Training & Services. He was promoted to Executive Vice President and Chief Operating Officer in 2008 and became responsible for all four of CAE’s segments as well as new growth initiatives. He also became a member of CAE’s Board of Directors. Mr. Parent has 25 years of experience in the aerospace industry. He began his career at Bombardier Aerospace where he held senior positions of increasing responsibility in engineering, management, product development, and operations at Bombardier’s facilities in Montréal, Toronto, Wichita, and Tucson. Mr. Parent is Chairman of the Board of Directors of Aéro Montréal, Montréal’s aerospace cluster. He is also Vice-Chairman of the Board of Directors of the Aerospace Industries Association of Canada (AIAC) and a member of the Board of Directors of the Canadian Association of Defence and Security Industries (CADSI).

CAE, the Solidarity Fund QFL, and Société générale de financement du Québec (SGF) have created a limited partnership to provide qualifying customers competitive lease financing for CAE’s civil flight simulation equipment. The investments of the Solidarity Fund QFL and SGF are within the framework of a new joint fund of C$500 million announced in the latest budget of the Québec Government. Qualifying customers may access financing under this structure, which would be in addition to financing of up to 85% of the equipment value available from Export Development Canada. “The Solidarity Fund QFL is convinced that this new financing tool will allow CAE to improve its service offering with turnkey solutions for its customers. This initiative comes at the right time, in the current economic climate where capital is more difficult to find,” said Yvon Bolduc, President and Chief Executive Officer of the Solidarity Fund QFL. “This innovating financing solution boosts Québec exports and represents the opportunity to preserve jobs in a sector of activity with high economic impact,” said SGF President and General Manager, Pierre Shedleur. “Customers expect CAE to lead the market with innovative solutions to help them manage ever-changing conditions. This new financing tool and fund make our solutions even more accessible,” said Jeff Roberts, CAE Group President, Civil Simulation Products, Training and Services.

CAE Achieves In-Plant Acceptance on first JAL Boeing 787 Full-Flight Simulator The first of two Japan Airlines (JAL) full-flight simulators (FFS) for the Boeing 787 “Dreamliner” aircraft has achieved in-plant customer acceptance at CAE’s production facility in Montreal, Canada, and is ready to ship to JAL’s training centre at Haneda Airport. JAL has ordered two CAE 7000 Series Boeing 787 simulators, which feature CAE’s TrueTM electric motion system and next-generation visual solution, including the CAE Tropos-6000 visual system and Liquid Crystal on Silicon (LCoS) projectors. JAL’s Boeing 787 simulators also feature the CAE True™ Environment air traffic control simulation. In addition, JAL has ordered a CAE Simfinity™ Boeing 787 integrated procedures trainer (IPT) and a suite of CAE Simfinity™ virtual maintenance trainers to provide a comprehensive Boeing 787 training solution for both flight and maintenance crews.

Chris Stellwag, Rick Adams, Heather Dane, Editors Cynthia Gallo, Jimmy Tigani, Graphic Design Reader feedback and contributions welcome CAE, St-Laurent, Quebec, Canada H4T 1G6 • flightnews@cae.com • cae.com • Civil Simulation and Training News is a publication of CAE. © 2009 CAE All rights reserved. NC921 – 0401-P03

Feature Story

EQUIPMENT PROCUREMENT

Buyers’ Market –

Or How To Get More For Less Training departments are becoming increasingly cost-conscious. But training fidelity still drives safety. Rick Adams reports on global tendencies in buying and selling flight simulation training devices, a complex process muddied by economics, convenience and sometimes, even politics.

imulator buyers today are increasingly into counting “beans” rather than pixels, being more focused on life-cycle cost than the front-end acquisition price tag. And they are more inclined to outsource pilot and maintainer training to independent providers. But they never, hopefully, allow operating profit considerations to override the essential quality necessary to maintain safety in the skies and around the terminal. “The three criteria we always see from customers are quality, price, and after-sales support. But quality is still the first consideration,” says Dean Fisher, CAE’s vice president, sales and marketing, civil solutions. With the emphasis shifting from the Level D/Level 7 full flight simulator (FFS) to applying a suite of devices to the training task, “customers are looking for quality and fidelity across the product line” – including fixed-based trainers,

Above Quality is still the first consideration when purchasing simulators. Image credit: FlightSafety International. Left Customers are looking to apply a suite of devices to the training task. Image credit: CAE.

desktop, classroom, and even internet delivery. “You want to be able to transfer more training to lower level devices,” notes Fisher, “but with consistency, so there is no negative training taking place. Over the course of time, the investment pays for itself much quicker and keeps the training program in lockstep with the aircraft fleet.” Fisher estimates 80-85% of recent procurements involve multidevice solutions.

Buying simulators and lower-end training components piecemeal from multiple suppliers can make keeping concurrency more difficult, and users may lose confidence in the training they are receiving.

Brotherly Fisher suggests one area of cost savings is for flight departments to “talk with your brothers on the other side of the hangar.” Maintenance and pilot devices can share some simulation software and even combination hardware. “Commercial acquisition techniques CAT MAGAZINE • ISSUE 5/2009

EQUIPMENT PROCUREMENT

are all over the board,” Mike Coligny comments. Coligny is vice president, new technology, Merlin Simulation. With major air carriers in North America, Western Europe and Australia, the competitive procurement process is fairly well defined. Regional airline partners tend to piggyback on the majors’ process – American Eagle with AMR, for example, or Jazz with Air Canada. The acquisition sequence in North Atlantic Treaty Organization (NATO) nations is described by most as generally tightly controlled to prevent unfair competition and fraud. But in other parts of the world the ground rules are, shall we say, “less defined.” One industry veteran, whom we’ll call John Smith, says that Eastern Europe and developed Asia (China, Japan, Korea, Singapore, India) “are more ‘flexible’. There are often inconsistencies in the procurement process depending on what organization is in control.” He adds that “South America and the Middle East have very undisciplined processes, and buying decisions are often made on the basis of personal relationships or very subjective criteria.” In some countries, Smith says, “Our price has leaked to the competition. Decisions in our favor were reversed because of personal relationships at high levels. And I’ve seen decisions made solely on politics with little regard for performance, cost, or delivery.” Coligny, who was previously CEO of desktop trainer developer FlyIt, agrees. “Each country has its peculiarities. Trying to win a competition not on your home soil and with a company that does not know you, is time consuming and costly.” Coligny says a typical practice is to contract with representatives who are “familiar” with the customer and local buying nuances. CAE’s Fisher says: “The goal is to make sure we are as close to the customers as we can [be] to understand their training model, and to anticipate their needs in advance.”

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Above Bell 206B3 simulator featuring motion and dome-shaped 180º visuals. Image credit: Merlin Simulation, Inc.

CAE, which has delivered simulators to more than 100 airlines, training organizations, and aircraft manufacturers (according to the Civil Aviation Training magazine census), has sales and engineering support resources deployed worldwide. “Having a local presence in the region provides the level of lifecycle support more carriers are looking for.” It also avoids the potential bottleneck of a single central supply depot.

Skewer A subsystem vendor who prefers anonymity, but whom we shall name Jones, says it is not just the buyer who can skewer a deal. “There have been times when our product was clearly superior and offered the most benefit to the customer, but the integrator selected the system that yielded the highest gross margin for him. Even out-of-spec products have been selected just to put more margin in the pocket of the integrator. “It’s very frustrating when a competitor wins by offering a ridiculously low price or by promising performance he knows he cannot achieve. But once the contract is awarded the customer must save face by agreeing to contract additions or by ultimately accepting an out-of-spec system.” Subsystem vendors often end up “selling [themselves] twice” – first to the system integrator, then to the end user. Fortunately, Jones adds, “most end users care a lot about what system is proposed to them through the integrator.” The economics-driven “good enough” philosophy of some training departments is potentially dangerous, Jones suggests. “The consequences of poor training are severe, even life threatening, when performance trumps cost.” “You can only cut down on so much ‘fringe’ before the device becomes less than perfect for the requirement,” adds Merlin’s Coligny. “The most unreasonable demand is the requirement to design, develop, and fabricate a simulator to a high-end requirement and fund the entire effort up front,” Coligny states. “Only the largest companies can do this, and it leads to high-priced simulators and limited competition.” The buyer’s simulation technical gurus still tend to have the

most influence, writing the specification and evaluating proposals. Some lessexperienced airlines, which have not yet bought an FFS, will bring in a consultant. Other players at the table usually include pilots, training center manager and a senior executive with budget responsibility; sometimes flight instructors, simulator engineers, and quality assurance. On the vendor side, a proposal team leader, subject matter experts, finance, and contracts personnel.

Industry consensus is that “there is clearly more emphasis placed on cost.” When nice-to-have training device features are discussed, a buyer’s financial representatives more often ask: “Are these really necessary?” Like most businesses in the struggling global economy, carriers want more for less. “They expect a level of differentiation,” Fisher explains. “But any premium for such features is no longer valid.” cat

Take Ground Training to A Whole New Flight Level

Caveat Emptor, Caveat Venditor When procuring complex training systems, there is great potential for misunderstanding to arise between buyers and sellers. Here are a few buyer-beware / seller-beware issues to consider when writing specifications, evaluating bids, negotiating contracts, and managing program execution – recommended by a veteran of “countless” simulator procurements. “Consider the full package,” he advises. “Be very clear about what work must be done, what level of performance must be met, when it must be completed (and how completion is determined), how much is paid and when payment is due once the work is complete, and what happens if things break after completion.” • Scope of Work. Be clear about what is included and what is not included. Defining what is not included removes much ambiguity and potential for costs for items that don’t need to be delivered. • Technical Specifications. Research what is available in the market before specifying performance. “Some customers write pie-in-the-sky specifications that current technology simply cannot meet.” Vendors may respond with no bid, bid with a very high price, or bid with a good price but hope to convince the customer to accept lower performance once under contract. “Specifications that are too general or vague are often no better than no spec at all.” Vendors will respond according to their own interpretation. “Some will plan to win the deal first and then, after receiving a contract, let the customer know what they are really getting.” Specs too biased towards one particular vendor will cause others to no-bid the deal. Or some vendors may offer a compellingly low price but with a strategy to cut corners and try to “upsell” during program execution. • Be clear on how the technical performance will be measured. • Delivery Schedule & Payments. Some common ambiguities: Is payment due at shipment or on delivery? What defines “delivery” -- when the goods arrive or when the goods are fully tested? If payment is tied to completion of an acceptance test, what discrepancies are allowed? What types of discrepancies will hold up payment? If a down payment applies, when is it due? Once a milestone is reached, is payment due X days after invoice date or X days after completion of an activity or test? What’s the penalty for late payment? • Testing and Acceptance. In many cases actual test procedures must be defined. Some specifications can be met or “unmet” depending on the testing procedure. • On-site Support. Be clear about what on-site support is needed during the installation and integration of the system. For example, a display system provider may finish his on-site work, but his support is needed for the integration of other subsystems, like the image generator, motion system, host computer, etc. • Warranty. Clearly define warranty coverage and when warranty begins. • Terms and Conditions. Be sure that both buyer and seller understand and agree to the legal terms and conditions that apply to the deal.

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Training Perspectives

Training For The Automated Cockpit – Knowing Or Understanding Your Aircraft? Reading the accident investigation report of the Spanair MD-80 crash at Madrid airport makes one wonder if anybody learns from history, writes Capt. Cor Blokzijl, director flight operations, Mandala Airlines. Is it time to update conventional training?

eading the accident investigation report of the Spanair MD-80 crash at Madrid airport makes one think: “It seems that nobody learns from history”. Taking off in an MD-80 without the flaps in T/O position has happened several times in the past, sometimes with the same catastrophic results. If one reads human factors literature, one notices that apparently similar situations provoke similar types of error and recurrences of similar accidents. This phenomenon is not restricted to aviation; other transport categories such as shipping and railways experience the same [events], and of course we should not forget medicine (how many people lost the wrong arm or leg during amputation procedures?). What makes people do this? Think about the following: When I drive my car in Indonesia, 24

CAT MAGAZINE • ISSUE 5/2009

the steering wheel is on the right hand side; in [mainland] Europe it is on the left. When I went to Europe recently, I opened the car door regularly at the wrong side. When indicating, [frequently] the wipers became active (to the great joy and applause of my son), since these handles are reversed with the Indonesian RH driving vehicles. When I returned home to Jakarta, again the same happened. This wrong behaviour pattern lasted several days, and occasionally (especially when tired) it happens unintentionally. It seems that training for this kind of procedural event is not providing a complete and satisfying result, especially not in the highly automatic cockpit of an aircraft, where we can basically “invent” failure combinations without any limit. In classical training we have been

made to learn systems, SOPs and byheart items until we were satisfactory in our aircraft knowledge. In the simulator we went through numerous V1, Vr “cuts” and spent many hours flying on one engine only in twin-engine aircraft. Honestly, what are the chances that an aircraft engine stops at V1, with zero thrust and an inextinguishable fire? Engines normally fail with an observable history or a big bang, seldom at Vr or V1. Of course there is plenty of value in these exercises and [they] are necessary, but I doubt if aircraft “fall out of the sky” due to engine failures. Accidents [involve] a long chain of events before matters really go dramatically wrong. It is much more the complex systems and the man-machine interface and dialogue, which are the starting point of matters, and which in the end go wrong, often because pilots are faced

Image credit: SAS Group.

with situations which are difficult to comprehend or to understand. For these reasons shouldn’t we focus on comprehending and understanding aircraft “behavioural patterns” and systems integration with the human, instead of learning to know the aircraft? My personal experience is that no matter which “magic” tools are used to train pilots, it is not equivalent to exposing pilots to scenarios, which have happened (worldwide). This approach was used during the Enhanced Safety Through Situation Awareness Integration In Training (ESSAI) research in early 2000. This research proved that exposing the crew to day-to-day scenarios and equipping [them] with the right tools enhanced SA significantly. Consider the following example: We all are aware of the tragic accident of AF447. Nobody knows yet what really happened. Therefore pilots were exposed to a scenario with severe thunderstorm turbulence, combined with unreliable speed indication in the simulator. After several seconds, due to turbulence, AP and ATHR were lost. Most pilots needed all their skills to keep “blue up” and “brown under”. Matters turned fatal when they tried to make a 180° turn to get out of the “unintentionally” entered Cb. This became an experience they would never forget and one which, I am confident, will help them cope, should they ever face such circumstances in real life. Any other teaching / training would not have had the same result. Another example is the SR111 near Halifax. Exposing pilots in the simulator to continuous smoke, which becomes so thick that one has to be within inches of the PFD to be able to control flight, is an experience they never forget. These are dramatic examples, but even the simplest events can become valuable lessons when pilots are exposed to [them] and learn to understand the system and its interface. It is therefore a legitimate question: should we not change our way of training pilots in the highly automated cockpit towards training based more on the man-machine interface and man-machine dialogue, rather than the mainly conventional way of training? Systems understanding is a way to solve problems. It clarifies relationships and interactions and departs from the

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Should training be based more on the man-machine interface and dialogue? Image credit: David Malley/Halldale Media.

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traditional way of knowing systems. It regards systems as integrated sets with irreducible attributes, and seeks to understand how systems maintain themselves in a changing environment - not by adapting randomly but by balancing available resources against the pressures, goals, constraints and opportunities. The functioning or non-functioning of individual components in complex systems determines system-level outcomes. Understanding the dynamic influence of one system on the various other systems, will contribute towards the outcome of events. A key concept is that of system-level functionality or behaviour, which arises from the interdependencies in and among complex systems and which cannot be predicted on the basis of the (non) functionality of individual systems. It would be very interesting to hear from experts in the field (readers of this magazine) if their companies have adopted a similar approach and the results, or simply to receive their opinions. Please send your reactions to: hactrng@gmail.com Capt. Cor Blokzijl Director Flight Operations Mandala Airlines

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Left Delegates enjoyed two busy days of Asia Pacific training-related presentations. Below Norman Lo, Director-General of Civil Aviation, Civil Aviation Department of Hong Kong.

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AB INITIO training

The Changing Face Of The Ab-initio Professional Pilot Training Organisation Never has there been so much confusion for the pilot training industry in Europe, writes Peter Moxham. Many factors have combined to make this arguably the most difficult period in the history of this sector of the industry.

he present decline in demand for pilots was foreseeable as most airlines never returned to sponsoring changes since the last downturn seven years ago. The collapse of the banking system, however, could not have been foreseen and the combination of these two events has caused the number one problem today. To this scenario must be added other factors: Europe will have a new regulator whose proposals will affect any training for the European market; a new qualification (MPL), which has important advantages for airlines but significant cost increases for flight training organisations (FTO); and the fact that, as a vocation flying for airlines, on call 24 hours a day, 365 days a year, is not always seen as the best career option. In the light of the aforementioned, anyone can see that the industry has more than its share of problems. It always amazes that airlines spend many millions of dollars buying equipment and yet refuse to invest in the peo28

CAT MAGAZINE â&#x20AC;˘ ISSUE 5/2009

ple to fly them. Even airline accountants must realise that sooner or later they will have aircraft sitting on the ground due to insufficient flight deck crew. Yet they continue to believe that some magic tree will spring up and a whole new supply will be there for the picking. Following discussions with a number of FTOs I have been struck by the fact that they provide ever more services for cadets but with fewer guarantees of a placement on graduation. In 10 years the market has changed from the FTO being a wholesale supplier of pilots to airlines, to becoming a retail industry trying to persuade individual students to enter the profession in the first place and then buying their services. During a recent visit to the aircrew selection center at RAF Cranwell in UK, it was apparent that the number of exservice pilots leaving the armed forces has dropped to an all-time low. The armed services these days offer excellent employment packages as well as the opportunity to fly some sophisticated

Above Individuals making the investment will look carefully before leaping into this career. Image credit: Oxford Aviation Academy.

airframes. Compare this with the career structure of most airlines and it is obvious that there is no great incentive to move into civil aviation. So what can be done to resolve the problems of supply for the future?

Investment A recent visit to Oxford Aviation Academyâ&#x20AC;&#x2122;s (OAA) ab-initio training facility at Oxford revealed exactly what can be achieved, but also what is required to persuade individuals that a career as a pilot with airlines is the thing for them. These days the students themselves fund almost all of the training. With the cost of a course, accommodation and living expenses for the 16-month period approaching ÂŁ80,000 it is apparent just how much commitment and dedication is required.

Furthermore, it has to be accepted that the chances of finding a position immediately on graduation are almost non-existent and therefore the funding required is unlikely to see early repayment. No airline or training organisation will give any guarantees of employment, indeed not even conditional offers of employment, and one has to ask how potential students are able to raise the funds, even though most receive a lot of help from their parents. The problem is compounded by falling property values and the attendant lack of sufficient collateral security. OAA costs have not declined, indeed operating costs have increased year on year over the past decade. Fees for training have had to increase, but OAA has put in place measures, which should help students eventually to gain suitable employment. Oxford airport is manifestly not an amateur flying club, nor is it a school there simply to take studentsâ&#x20AC;&#x2122; money. A recently commissioned Centre for Career Development features a lecture theatre together with a conference room where initial briefings on choosing this career path are given to both students and their parent sponsors. All questions are answered with no notion of hiding the very serious issues that exist today. Experienced and senior staff give briefings and also explain the positive side of selecting Oxford. Many would say that this is the function of a training organisation, but few go to the lengths that are offered here. There are no guarantees of jobs on graduation, the college track record is very good and most graduates until late last year found employment quickly. Excellent links

FTOs provide ever more services for cadets but with fewer guarantees of a placement on graduation. Image credit: CTC Aviation.

have developed between Oxford and all the UK airlines and many others around Europe, but if these are not recruiting then today there is no job.

Decisions OAA has taken a number of bold decisions that seek to alleviate the future employment situation. For example, an essential prerequisite to any employment is a valid instrument rating. If, however, no employment is found within about 11 months of graduating then it is likely that the rating has lapsed. Oxford provides both training and IRR testing on its FNPTII simulators to enable its graduates to renew their SPA I/R at cost. It goes a step further by providing time on either B737 or CRJ simulators to maintain multipilot aircraft skills (MCC and JOC) in the event that a job opportunity occurs, which requires a simulator assessment â&#x20AC;&#x201C; and these days that includes most employers. Another significant benefit is having senior staff time to keep in touch with airlines and remain abreast of pilot recruitment requirements. This is no mean task but is part of the service that has to be given. While all this has been taking place, it has also been important to look ahead. Recent agreements between FlyBe, FTOs at Oxford and Flight Training Europe in Jerez have been signed to provide part sponsorship for the new MPL. In fact Oxford is also providing CAT MAGAZINE â&#x20AC;˘ ISSUE 5/2009

Initiative But this is not the end of developments required to reinvent the training offered and to try to ensure that all graduates complete their training with the best employment opportunities. Another recent initiative has been the introduction of a foundation degree in air transport management, working with two local universities. The structure aims

Left Students fund almost all of the training themselves. Image credit: Oxford Aviation Academy.

to provide accreditation for the studies undertaken by Oxford students when training for their ATPL. It is a sign of the times that many students have already completed the foundation degree, which should significantly enhance their own prospects. Oxford is not alone in adding new dimensions to training for a career as a professional pilot; all other leading European training organisations are seeking to enhance their programmes in various ways. Never has it been more apparent

that since the airlines seem unwilling to support training initiatives, then training organisations must bring new ideas to the table if they are to retain a good business profile. If individuals are to make the investments called for today then they must have some secure foundations for their choice of training establishment. It is therefore of great importance to look carefully before you leap into this career. Pilots will be required in the coming years. It cannot be right that only 18 months ago the world was talking of a pilot shortage with many thousands of new graduate pilots required over the coming months. Those positions have not disappeared; they have been put on hold. But it is easy to foresee that in just a short space of time there will be too few graduate pilots to meet demand. One would like to think that the airlines would then have to compete for what is available if they are to retain viability by keeping their aircraft flying. cat

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AB INITIO training

its own sponsorship to students for the MPL, which must be a first for any FTO. This MPL course is a “first” for any UK airline and FlyBe is investing significant sums in the programme, which will see the first graduations in Q3 2010. The MPL, however, is not a panacea for everyone since graduation means limiting one’s employer to the operator sponsoring the course and the aircraft type specified, which has its own problems. Schools have been quick to point out that in the event of the failure of the airline to employ the successful graduates within a specified period, further training at no cost will be provided to convert their MPL into a standard “Frozen” ATPL – another benefit to students in what is, as previously stated, a retail business.

world news & analysis

Seen&Heard Edited by Lori Ponoroff. For daily breaking S&T news - go to www.halldale.com.

Frasca International’s AS350 B2 flight training device. Image Credit: Frasca International.

MOVES AT PILOT TRAINING NETWORK Pilot Training Network is changing the location and emphasis of part of its operation in 2010 to assist growth in student enrollment. The wholly owned subsidiary of Lufthansa Flight Training will train its students according to a new concept that will emphasize better efficiency at two flying schools combined under the Pilot Training Network umbrella, FlightCrew Academy and InterCockpit. The practical part of ATPL training for airline pilots will take place in Rostock-Laage, Germany and Vero Beach, Florida, US, instead of in Zadar, Croatia.

FRASCA FTD GETS LEVEL 7 APPROVAL

FLIGHTSAFETY GETS RUSSIAN APPROVAL

Frasca International received FAA Level 7 qualification on its AS350 B2 flight training device installed at FlightSafety’s helicopter learning center in Tucson, Arizona. This is the highest level of qualification for FTDs and the first FTD qualified to the Level 7 standard. The device is fixed-based with a vibration platform that provides tactile cues related to normal and emergency operations. It is integrated to Flight Safety’s Vital X visual system using Frasca’s spherical display screens to provide a 200 x 70 degree field of view. FlightSafety’s learning center will use the trainer to offer initial and recurrent

FlightSafety International has received approval from the Federal Air Transportation Agency of the Ministry of Transport of the Russian Federation for the training programs it offers at FlightSafety Academy in Vero Beach, Florida. Agency representatives reviewed the private pilot and commercial pilot license training programs offered at FlightSafety Academy. They concluded that they meet the requirements of the State Civil Aviation Authority of the Russian Federation, citing the Academy’s training methods, course content, the quality of the instruction, and the skills students develop during training.

training for the American Eurocopter AS 350 B2, which includes aircraft systems, emergency and abnormal procedures, human factors and specialty training such as inadvertent IMC. Frasca’s flight test department collected the aerodynamic data required for the qualification by installing dozens of sensors in the aircraft and flying hundreds of specific maneuvers. The company’s aero engineering department used the data to precisely model the aircraft’s performance. Frasca is completing two more FTDs for FlightSafety, which will also undergo FAA Level 7 qualification.

CAT MAGAZINE • ISSUE 5/2009

world news & analysis

THREE B737-NGs FOR TURKMENISTAN Boeing confirmed a $192m order for three Next-Generation B737s from Turkmenistan’s national flag carrier, Turkmenistan Airlines. The carrier’s all Boeing fleet includes B717s, Classic and Next-Generation B737s, B757s and one B767. Since the B737 program’s inception, Boeing has sold more than 6,000 airplanes to 250 customers. The B737-NG, which entered service in 1998, has notched more than 5,000 orders from more than 100 customers. The advanced aircraft family is successful in the market, according to air finance investors, due to its wide market base, fuel efficiency and low operating costs for its class.

MEXICANA TO JOIN ONEWORLD Mexico and Central American airline Mexicana will become part of the Oneworld airline alliance on November 10, 2009. Subsidiaries MexicanaClick and MexicanaLink will join oneworld at the same time as affiliate members. Oneworld partners include such airlines as: American Airlines, British Airways, Cathay Pacific Airways, Finnair, Iberia, Japan Airlines, LAN Airlines, Malév Hungarian Airlines, Qantas and Royal Jordanian and almost 20 affiliated members. Russian domestic carrier S7 Airlines is on track to join during 2010.

AIR CHINA RNP VALIDATION FLIGHT Air China, with support from the Civil Aviation Administration of China (CAAC) and Naverus, successfully completed a performance-based navigation (PBN) validation flight to Linzhi airport in an A319. This comes two months after the airline contracted Naverus to design the route, and three years after the first successful required navigation performance (RNP) flight was flown into Linzhi using a Naverus-designed procedure for an Air China B757. The flight used RNP departures and approaches, an advanced form of PBN. RNP procedures will enable Air China to begin scheduled services with its fleet of A319s into the mountainous Linzhi airport in the Tibet Autonomous region of China. Linzhi Airport, completed in 2006, has an elevation of 9,760ft, among the towering 17,000-20,000ft Himalayan Mountains. 32

CAT MAGAZINE • ISSUE 5/2009

Above Mexicana will become part of the Oneworld airline alliance on November 10, 2009. Image Credit: Oneworld.

The airport’s 95-mile RNP approach is one of the longest and most challenging commercial jetliner landing paths. RNP is necessary for successful commercial operations at the airport; without RNP, Linzhi is accessible by air on only 100 days a year, only in daylight, due to weather and terrain challenges. RNP procedures can be deployed at any airport. They allow pilots to fly precise paths with an accuracy of less than half a wingspan and to land in weather conditions that would otherwise require them to hold, divert, or even to cancel the flight before departure.

AEROSIM INSTALLS EVPT Aerosim Technologies installed a B757200 enhanced virtual procedures trainer at a leading commercial pilot type training center in Miami, Florida. Aerosim’s eVPT is a flat panel based crew training device designed to optimize training time and improve the learning process for pilots and maintenance staff. The VPT allows real-time interaction with aircraft systems in a structured training environment or complete free-play.

AIRBUS AND IAE CELEBRATE HISTORIC TALLIES Airbus delivered its 4,000th A320 family aircraft in August to Brazilian flag carrier TAM from its final assembly line in Hamburg. The aircraft is fitted with IAE V2500 engines and, by coincidence, one of them

is the 4,000th to be produced by International Aero Engines. On the A319’s ferry flight from Hamburg to Brazil, TAM transported goods for schools for handicapped children in the region. The equipment was donated by UK charity Aviation Without Borders and LOG, Germany, and facilitated by the Airbus Foundation.

FORECAST FOR 25,000 NEW AIRCRAFT About 25,000 new passenger and freighter aircraft valued at US$3.1 trillion will be delivered in the next 20 years according to Airbus’s latest Global Market Forecast. Emerging economies, evolving airline networks and the growth of low cost carriers are factors driving demand for new aircraft, as are the increasing number of mega-cities, traffic growth and the replacement of older aircraft with more eco-efficient transports. The forecast anticipates passenger traffic RPKs will remain resilient to the cyclical effects of the sector and increase by 4.7% per year, or double in the next 15 years. This will require a demand for almost 24,100 new passenger aircraft valued at US$2.9 trillion. Airfreight tonne kilometres (FTK) are forecast to increase annually by 5.2%. The greatest demand for passenger aircraft will be from Asia-Pacific and emerging markets. The region that includes the People’s Republic of China and India accounts for 31% of the total, followed by Europe (25%) and North America (23%). Air traffic growth, greater frequencies, cost reduction, environmental concerns and airport congestion are increas-

ingly influencing airlines to exploit the benefits of larger aircraft, particularly within aircraft families by minimizing training and maintenance costs.

viable ecological solution for regional transport.

LFT WELCOMES A380 SIM

CPaT has sold its B737-300 aircraft systems computer based training (CBT/ WBT) program to start-up airline Boliviana De Aviacion (BoA) in Cochabamba, Bolivia. “The CPaT B737-300 flight training program increases the effectiveness of our B737 flight training program” said Captain Adolfo Garcia, BoA training manager. “By preparing with the CBT/ WBT program, our flight crews are able to take full advantage when climbing into a FFS as we will not waste valuable simulator time simply familiarizing trainees with the functions and operations of the aircraft.”

A380 operators will soon be able to have their crews trained at Lufthansa Flight Training. On September 17, an A380 cockpit simulator was delivered to the Lufthansa Flight Training Center in Frankfurt. The first training sessions on this device are due to begin in January 2010. The 15-tonne FTD was built by UK simulator manufacturer Thales Training & Simulation at its plant in Crawley. It was disassembled into a few large sections for transport and made the 700km journey from Crawley to Frankfurt by ship and low-loader.

FIRST ATR -600 SERIES AIRCRAFT ATR introduced the first ATR -600 series aircraft, an ATR 72-600, on October 1 in Toulouse. The new -600 series program, including the ATR 72-600 and 42-600, began in October 2007 and remains on schedule. The first ATR 72-600 began flight trials in July and flight trials for the first ATR 42-600 will begin next year. ATR’s plan is for the first commercial 72-600s and 42-600s to begin service in 2011. It has received 59 orders for -600 series aircraft - five 42-600s and 54 72-600s. The -600 series, powered with PW127M engines, take an additional 500kg on maximum take-off weight and maximum zero fuel weight. They will feature the lowest fuel consumption per passenger and the lowest CO2 emissions, which could position them as a

CPaT SELLS CBT/WBT TO START-UP

PSS e-LEARNING PROGRAM Cathay Pacific Airways awarded Peak Pacific a three-year contract to design and develop the airline’s passenger services systems (PSS) eLearning online program. Peak Pacific will design, develop and deploy more than 40 hours of eLearning content for the PSS program, which is part of the blended training initiative for Cathay Pacific’s new reservations system and departure control system’s customer management.

CITATIONSHARES SELECTS HIGHTTOP CitationShares is coordinating a fatigue management awareness class for its pilots, schedulers, dispatch staff and command staff in its commitment to exceed FAA safety standards. HighTop Company will administer the course that is designed to teach staff how to rec-

ognize, address and avoid fatigue. CitationShares is also developing a schedule-fatigue alert tool that will give flight schedulers real-time information to help pilots avoid possible fatigue-inducing routes.

LBAS JOINT VENTURE CONTINUES Lufthansa Technik, Bombardier Aerospace and ExecuJet Aviation Group is modifying and extending the terms of its joint venture arrangement, operating as Lufthansa Bombardier Aviation Services (LBAS). LBAS, based at Berlin Schönefeld airport, was formed 12 years ago and specializes in the maintenance, repair and overhaul of Bombardier Learjet, Challenger and Global business jets.

AEGEAN AWARDS LUFTHANSA MAINTENANCE CONTRACT Lufthansa Technik and Aegean Airlines in Greece renewed their contract for C-checks for narrowbody short and medium-haul aircraft. This follow-up agreement calls for 19 aircraft to be serviced – 14 A320s, three A321s and two B737 Classics of the -400 model. The C-checks will be carried out from December 2009 to February 2011 at Lufthansa Technik Malta and Shannon Aerospace. The agreement extends the business relationship between Lufthansa Technik and Aegean Airlines that began in 2007. Since then Lufthansa Technik has provided total component support and engine maintenance for Aegean’s complete A320 fleet. Lufthansa Technik is also providing maintenance and overhaul of airframe related components on the fleet at Aegean’s home base in Athens.

What we do: Bizjet Training Ltd specialises in providing high quality training for engineers on the Hawker Beechcraft 125 series of business aircraft, formerly known as the HS125 or BAe 125. Bizjet Training Ltd. 729 Capability Green Luton LU1 3LU Tel: +44 (0)1582 435161 Fax: +44 (0)1582 435168 email: info@bizjet-training.com www.bizjet-training.com

Bizjet Ad 178x63 v2.indd 1

• We are approved by the Civil Aviation Authority as a EASA Part-147 approved training school for Hawker 125 aircraft with Honeywell/Allied Signal TFE-731 and the Hawker 1000 aircraft with Pratt & Whitney 305B engines to provide training for B1 mechanical engineers and B2 avionics engineers. • 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.

26/5/095/2009 14:24:0033 CAT MAGAZINE • ISSUE

world news & analysis

A318 WITH STEEP APPROACH CAPABILITY FOR BA

Arrivals & Departures

Airbus delivered the first of two A318s equipped with “steep approach” capability to British Airways. The A318 is the largest commercial aircraft certified to land at steeper than usual gradients. Its steep approach capability suits operations out of mountainous or otherwise constrained locations such as urban area airports, where the aircraft also satisfies strict low noise regulations.

Michael G. Gaffney is the new director of aviation training for FIT Aviation, the flight training arm of Florida Institute of Technology. He is responsible for the direction of flight training operations, including 36 flight instructors. Gaffney also leads development of advanced flight training programs such as scenario-based flight training, glass cockpit training and advanced flight training concepts. He will continue to be a consultant for the FAA in the development of internal training programs for FAA inspectors. Scott Arnold is the new director of AirCare Solutions Group Interactive (ASGi). His responsibilities include managing production, marketing, research and development of interactive based training lessons and packaged training modules. Arnold was the director of AirCare Crews and Emergency Procedures Trainer with its sister company, Facts Training. Marc Parent, CAE’s executive vice president and chief operating officer, will become president and CEO of CAE when Robert Brown retires on September 30, 2009. Parent joined CAE in 2005 as group president, Simulation Products and was promoted to EVP and COO in November 2008, responsible for all four of CAE’s segments and new growth initiatives. He also became a member of CAE’s board of directors in November 2008. Brown will continue as an advisor until the end of December 2009. Dr. Frank Ayers is the new executive vice president of the Embry-Riddle Aeronautical University’s Prescott campus. He joined Embry-Riddle in 2000 after a 26-year career in the US Air Force, becoming chairman of the flight training department in the College of Aviation at ERAU’s Daytona Beach campus. In this new role, Ayers will lead a campus of more than 1,600 students and over 300 employees. He will oversee a range of academic, operational, and professional activities and set strategic direction in areas such as business operations, enrollment management, academic support, financial aid, and student life.

CAT MAGAZINE • ISSUE 5/2009

VIRTUAL AIRCRAFT VISIT FOR BA

Above An EDM-built B787 cabin trainer. Image Credit: EDM Ltd.

EDM FOCUSED ON FAR EAST EDM recently delivered a B787 door trainer to China Southern, and four B737 door trainers to Xian Feibao for Xiamen Airlines. It is also currently making two simulators – a B737 door trainer and an A330 door trainer – for the Shanghai Training School, run by the Civil Aviation Administration of China. The company is working to expand its presence in the Far East, especially in China, where it has built a collaborative relationship with Xian Feibao Airport Equipment Company, which organizes training support for Chinese airlines.

OAA GROWING IN HONG KONG Oxford Aviation Academy is expanding its flight crew training capabilities in Hong Kong. It plans to open a dedicated training centre and increase the number of full flight simulators and other facilities available to customers. OAA aims to increase the number of FFSs in Hong Kong to four through the addition of a second A320 device by end March, 2010. The new facility will accommodate three FFSs, is close to the Hong Kong International airport terminal and is easily accessible via the airport transport network. It will be equipped with extensive classroom and CBT facilities.

LINE Communication released the first of a series of virtual aircraft visits for British Airways and is developing more programs for the airline’s other types of aircraft. The B777 training program was approved in concept by the Civil Aviation Authority (CAA) and is now under review for full CAA approval. The virtual aircraft visit for the B777 was commissioned for new and returning BA cabin crew as well as those converting to the B777 from other types. The program uses 360-degree panoramic zones linked with video and has 3D display of icons, which launch instructional video segments within the zones. Users control their movement in a panoramic zone with up to three navigational methods. Progress through the aircraft can be made linearly or via an interactive map. Offering cabin crew a computer based course will save BA about £20,000 a year in transportation costs currently incurred visiting grounded aircraft.

AVIATION GRADUATE FLYING HIGH Scott Bourke is one of the first students to graduate from the Bucks New University and Oxford Aviation Academy foundation degree in air transport management with airline pilot training program. Bucks New University and OAA formed a partnership to introduce this unique course in 2008. The program was developed to provide newly qualified airline pilots with a foundation degree in air transport management, thus increasing their understanding of the industry and raising their prospects of employment.

CTC TO DELIVER ATPL GROUND SCHOOL IN UK Cadets who start their CTC Wings training after November 1, 2009 will receive

their ATPL theoretical knowledge training at CTC’s FFS facility at the crew training centre – Nursling, near Southampton. This change in the way CTC delivers training is part of the company’s drive to ensure airline standard procedures are followed throughout training programs. Cadets will have access to the school’s Boeing and Airbus flight simulators, giving them the opportunity to practice theory on a simulator relevant to the type of aircraft they are potentially going to fly.

HIGH-ALTITUDE FLIGHT TEST The Sukhoi Superjet 100 SN 95003 successfully completed its high-altitude flight test in Armenia, landing an SN 95003 aircraft in Zhukovsky. The international Shirak airport at Gyumri is located at high elevation (5,000 ft/1,524m) and meets ICAO first class airport requirements. Mountains surround the airfield, so that take-off and landing is available only from the southern side. The runway is 3,220m long and 45m wide.

OXFORD AND GULF AGREEMENT Oxford Aviation Academy and newly formed Gulf Aviation Academy have agreed to work in partnership to create a new airline pilot training capability in the Kingdom of Bahrain. Under the arrangement, OAA will help GAA establish a ground training facility in Bahrain capable of meeting the needs of the new cadet program and offering airlines throughout the Gulf region an increasing range of training services. The first group of students to undergo training as part of the initiative began ab initio training at Oxford in September on OAA’s APPFO course. Up to 100 students will enter training during the course of the first year.

IS-BAO is a voluntary process for corporate flight departments aiming to achieve high levels of safety and professionalism through adoption of institutionalized best practices worldwide developed by the International Business Aviation Council. It sets a professional standard for new business jet operations and raises the safety bar for existing flight departments.

NEW DEALS FOR ALSIM Alsim’s modified strategy of conforming to the needs of flying schools has paid off with several deals. The Tunisian Ministry of Defence chose Alsim to train its future elite pilots for the second time; Air Kuffra in Tripoli, Libya received and installed its first ALX, making it the first ALX operator in the Maghreb; and in Istanbul, Ayjet unveiled its new AL200-D42.

EASA SAFETY REVIEW The European Aviation Safety Agency 2008 Annual Safety Review reports three fatal accidents involving aircraft registered in member states of EASA and performing commercial air transport operations – the same number as in 2007. It is one of the lowest rates in this decade, with the average number of fatal accidents per year being six. In 2008, 5.5% of all fatal accidents in commercial air transport worldwide occurred with airplanes registered in an EASA member state. This low number was overshadowed by the accident of a McDonnell Douglas MD-82 aircraft in Spain, which involved 154 fatalities. The 160 onboard fatalities recorded in 2008 was above the decade average of 105, due mainly to the MD-82 accident. The number of fatal accidents in the same type of operation in the rest of the world decreased from 53 in 2007, to 51 in 2008.

FLIGHTLINE GETS EASA APPROVAL Flightline Training Services was granted European Aviation Safety Agency (EASA) Part 147 Foreign Approval for its maintenance training programs, one of only four Canadian companies that have the EASA approval. Founded in 2001, Flightline currently serves 60 customers in 17 countries on 17 aircraft types.

PACSIM AND ASE JOINT VENTURE Pacific Simulators and Aeronautical Systems Engineering (ASE) are joining forces to build cost-competitive FFSs for the business jet market. Their first joint project is a Cessna Citation Mustang FFS, a Level C simulator that will be ready by August 2010 and will be available for demonstrations at ASE’s showroom in Odessa, Florida. Pac Sim will focus on replicating the precise hardware, while ASE will provide control loading, motion base, flight testing and software to bring the whole package together. The companies believe this will result in a competitive product at all points on the spectrum of flight simulation.

IS-BAO BEST FOR BUSINESS Facts Training, a division of AirCare Solutions Group, has created a training program designed to assist corporate flight departments meet full compliance with the International Standard for Business Aircraft Operations (IS-BAO). In addition to aircraft-specific emergency equipment familiarization, the training meets IS-BAO guidelines, covering HF and CRM, in-flight fire and smoke procedures, emergency egress training (land and water), hypoxia awareness training, crew and passenger briefings and a review of passenger / crew health issues. CAT MAGAZINE • ISSUE 5/2009

world news & analysis

FLIGHTSAFETY SIMS FOR SINGAPORE FlightSafety International won a contract from Singapore Flying College, a wholly owned subsidiary of Singapore Airlines, to design, build and support two Cessna Citation Mustang FFSs and an advanced integrated procedures trainer. The FFSs will be equipped with FlightSafety’s 60-inch electric motion and control loading technology, advanced Vital X visual system, and new SimIO and SimPWR systems. These devices will be used for primary and advanced pilot training programs and are scheduled for delivery in 2010 and 2011.

SIMCOM MU-2 VISUAL UPGRADE SimCom Training Centers has installed new visual systems on its two MU-2 simulators to give them visual imagery equivalent to that used on Level D simulators for business jets and commercial airlines. Selected airports were modeled with features that represent the real operating area. Both Denver and Aspen airports are included for training in a challenging mountainous environment. Converging traffic on the ground and while airborne lets operators train for conflict recognition and avoidance. Weather phenomena features include dynamic thunderstorms with rain shafts, ragged ceilings, blowing snow, patchy fog and scud. The MU-2 simulators were made by SimCom and are located at its training center in Orlando, Florida. They are designed to provide type specific training for the MU-2 series aircraft.

AIR TRAFFIC MANAGEMENT UFA has delivered its ATCoach Terminal Edition Radar Simulation product with support for automatic dependent surveillance – broadcast (ADS-B) to Raytheon as part of the Federal Aviation Administration Standard Terminal Automation Replacement (Stars) program. The Stars program is a joint FAA and Department of Defense program to replace capacity-constrained, older technology systems at FAA and DoD terminal radar approach control facilities and associated towers. The simulator was customized to meet the requirements of the FAA terminal environment and is deployed with each FAA and DoD Stars system. 36

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Above The new visual system installed on SimCom’s two MU-2 simulators. Image Credit: RSI Visual Systems.

and more instructors. ESMA is planning another investment at end 2009 to further expand the aircraft fleet and its student capacity.

SUPERJET CERTIFICATE The delivery supports enhanced ADS-B sensor definitions, multiple service volumes, service volume grids, multiple radio stations, Asterix categories 23 and 33 messaging, the Universal Access Transceiver (UAT) link, and the multi-sector Mode-S Extended Squitter (1090 ES) link. The UAT and 1090 ES links are two ADS-B data links adopted by the US.

DIAMOND DELIVERS TO MALTA Diamond Aero SRL delivered a DA40 TDI and a DA20 Eclipse to Diamond Flight Training, a new flying school in Malta. Diamond Flight Training will operate exclusively Diamond aircraft and simulators. The aircraft will be used for pilot training, pilot hour building and charter business.

ESMA ADDS TWO NEW SIMULATORS ESMA Aviation Academy added two new Mechtronix flight simulators configured for the Diamond DA-42 Twin at its Montpellier site. The purchase of these simulators is part of an 8 million Euro investment in 2007, which resulted in the increase and update of the company’s aircraft fleet; the creation of branches in Paris, Vietnam and China;

SuperJet International received EASA Part 147 certification from the Italian Aeronautical Civil Authority (ENAC). This, together with the flight training organization (FTO) certification it received last year for pilot training, makes Superjet International’s Tessera training center fully operational. The certification authorizes SuperJet International to organize technical training courses as an approved maintenance training organization. It can host training courses specifically designed for aeronautical engineers who have a license of aeronautical maintenance (AML) and are responsible for the maintenance and release to service of aircraft.

ALTEON GETS A NEW NAME Boeing has announced that the company’s training organization, Alteon, will be renamed Boeing Training & Flight Services. The new name, to be phased in across the organization’s global network in the months ahead, reflects the organization’s expanded capabilities in flight, maintenance, cabin safety and flight operations training. With the addition of flight services, the organization’s expertise now includes customized flight and dispatch documentation, airplane performance data, operational consulting and safety analysis.

NEW CRM COURSE Alteon/Boeing Training has launched a crew resource management (CRM) course. It includes training flight crews to communicate effectively and work as a team to recognize problems that might arise during flight and develop solutions to resolve issues. This CRM course features threat and error management (TEM) and will help crews understand the threats they may face in flight-environmental, organizational, expected, unexpected, hidden and other scenarios. Additionally, it will show crewmembers how they can mitigate potential threats and errors before they become real problems. The course’s nine disciplines are: captain’s authority, crew climate, crewmember training and development, problem definition, decision-making, situational awareness, resource management, workload management, and communication.

AEROSIM TRAINER IN CHINA Aerosim Technologies installed a B737-NG / A320 model virtual procedures trainer at Hainan Airlines training center in China, the first one located in an airline training center there. The trainer is convertible between the B737-NG and A320 aircraft.

AIR FRANCE CADETS TRAINING AT OXFORD Eight Air France cadets began training at Oxford Aviation Academy on September 1. They will complete 26 weeks of JARFCL ATPL theoretical training at Oxford and will then take flight training with SEFA, the Government sponsored FTO based in Toulouse.

Above Aerosim’s virtual procedures trainer (VPT). Image Credit: Aerosim Technologies.

to provide qualifying customers with competitive lease financing for CAE’s civil flight simulation equipment. The partners invested US$3m (C$3.3m) in equity to create the limited partnership. Qualifying customers may access this financing tool and additional financing of up to 85% of the equipment value from Export Development Canada.

FIRST AVIATION PhD Embry-Riddle Aeronautical University is launching its first two PhD degree programs, in aviation and engineering physics. Its aviation PhD is the first one in the United States. The new degrees will blend theory and applied research. The PhD in aviation is for working professionals who want to enhance their contribution to the aviation and aerospace organizations that employ them. The program combines advanced analytical and research tools with a broad understanding of the issues affecting

ATMS USER CONFERENCE AQT Solutions hosted the first ATMS users’ conference in September, inviting its customers to present, network and learn. A diverse agenda containing product roadmap, customer roundtable discussions and customer presentations was geared to help customers take home new ideas and best of breed usage of AQT Solutions’ Aviation Training Management System (ATMS).

SIM LEASE FINANCING CAE, the Solidarity Fund QFL and Societe generale de financement du Quebec (SGF) have created a limited partnership

Commercial Aircraft Sales July 29 to October 6, 2009 Aircraft type Number Operator/Buyer

A330-200F A330-300 A350

2 7 12

MNG Airlines Turkish Airlines Ethiopian Airlines

B737NG B737NG B777-200

3 7 5

Turkmenistan Airlines Egyptair Ethiopian Airlines

Q400

3 (1 Opt.) Air Nuigini

the aviation industry. Courses are offered online and students will complete a sixday residency experience each year they are in the program. The PhD in engineering physics is designed for those looking to conduct cutting-edge research ranging from the remote sensing of the Earth’s upper atmosphere and space weather, to the engineering of spacecraft control systems and scientific instruments. Students in the PhD in engineering physics program will be enrolled and in residence at Embry-Riddle’s Daytona Beach campus for at least two semesters per year, although internships at an aerospace corporation or government laboratory will be allowed with university approval and supervision by the student’s research advisor.

FLYBE MPL COURSE STARTS AT OXFORD The first UK-based MPL course for European regional airline Flybe started in September at Oxford Aviation Academy (OAA) in UK. Six cadets began a 70-week training course that includes 90 hours of core skills flight training, featuring multi-engine flying. This will be followed by 150 hours in new generation flight simulators.

BOMBARDIER Q300 SIM QUALIFIED TO LEVEL D The Japanese Civil Aviation Bureau qualified FlightSafety International’s new Bombardier Q300 aircraft simulator to Level D. The simulator, located just outside Tokyo at Haneda airport, is currently available for Bombardier Q300 aircraft training and is expected to be qualified for Dash-8-100 and Q200 training in October 2009. It will serve Bombardier Dash-8/Q series aircraft operators based in Japan as well as those from Russia, Taiwan and the Philippines.

TURKISH AIRLINES ORDERS B777-300ERs Boeing and Turkish Airlines finalized an order for seven B777-300ER (extended range) airplanes valued at $1.9bn. This order is in addition to the five B777300ERs Turkish Airlines ordered in April 2009, bringing the airline’s total B777300ER orders to 12. The airline currently operates a fleet of 65 Boeing airplanes including Next-Generation B737s and leased B777-300ERs. CAT MAGAZINE • ISSUE 5/2009

world news & analysis

AFRIQIYAH AIRWAYS GETS FIRST A330 Afriqiyah Airways has received its first A330-200 to serve long-haul operations on routes from Tripoli to Africa and Europe. The new A330-200 is the first of three ordered in 2006. The airline will take delivery of 10 more A320 family aircraft in the coming years, along with six A350-800s ordered in 2007.

TRAINEES START AT LUFTHANSA TECHNIK Lufthansa Technik is stepping up its training program, even with the airline industry slowdown. In September, 307 young people began careers with the Lufthansa Technik Group in Germany, up from 285 in 2008. The company currently has 927 trainees in Germany participating in 16 career paths and practice-oriented degree programs. This year Lufthansa Technik Logistik is offering positions in transport and logistics services for the first time. With 33 places in six practice-oriented degree programs, the company is increasing its collaboration with higher educational establishments. Another career path involving a master of science in mechatronics is planned for 2010.

FINALIST FOR eLEARNING AWARDS Kishor Mistry, chief executive officer of Peak Pacific, is on the short-list of the eLearning Age Awards. He is one of five finalists for the Outstanding Achievement Award for an individual. Mistry’s nomination was based on his highly regarded work in the eLearning industry over the past 25 years. He transitioned from the simulator industry to the CBT industry and shaped the direction of eLearning at Cathay Pacific Airways. He found Peak Pacific in 2008, a spin-off from Cathay Pacific’s corporate eLearning division. The award winners will be announced on November 12 in London.

EASA PITOT DIRECTIVE The European Aviation Safety Agency issued an airworthiness directive on August 31 mandating all Airbus A330/ A340 aircraft currently fitted with Thales pitot probes to be fitted with at least two Goodrich probes, allowing a maximum of one Thales BA type probe to remain fitted on the aircraft (each aircraft is 38

CAT MAGAZINE • ISSUE 5/2009

equipped with three pitot tubes). The older Thales probes of type AA will no longer be fitted. All three types comply with the applicable safety standards and the Agency’s proposals are intended as a precautionary measure. The Agency’s proposals, which have been agreed with Airbus, are based on pitot probe performance data, which the Agency recently analyzed.

JAA APPROVAL FOR AYLA Ayla Aviation Academy in Aqaba, Jordan received JAA approval to conduct ATPL theoretical knowledge training at its ground school. This makes Ayla Aviation Academy the only JAA ATPL (A) approved ground school in the Middle East. cat

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Boeing www.boeing.com/tfs IFC CAE www.cae.com Centre Spread & OBC CAT Magazine www.halldale.com/cat

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17 4

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Calendar 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 14-15 September 2010 APATS 2009 - Asia Pacific Airline Training Symposium Shangri-La Hotel Bangkok, Thailand www.halldale.com/APATS

20-22 October 2009 NBAA 62nd Annual Meeting & Convention Orlando, Florida, USA www.nbaa.org 15 – 19 November 09 Dubai Airshow Airport Expo, Dubai, UAE www.dubaiairshow.aero 18 – 19 November 09 Flight Simulation Group Conference - Fixed Wing and Rotary Wing FSTDs RAeS, London, UK www.raes.org.uk

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Aviation training solutions tailored to your requirements CAE has led the way in simulation technology and training solutions innovation for more than 60 years. By offering our customers the most comprehensive suite of simulation products, training, and services across the industry’s widest global network, CAE helps ensure the safety and operational efficiency of your business. CAE is at the forefront of providing complete, integrated solutions for all your aviation training needs, making us the ideal partner to help keep you one step ahead.

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