CAT Magazine - Issue 5/2011

www.halldale.com The Journal for civil aviation training

Airport Manager Training

The Entrepreneur SIM SUPPORT

Beyond a High Fidelity Environment PILOT Shortage

Preparing the Seed Corn PILOT SELECTION

Pilot Selection and Screening Systems

ISSN 0960-9024

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US $17/£8.50

Issue 5/2011

Editorial Comment

The Plane Facts Editor in Chief

" ... we cannot help but be jolted at the attacks and vitriol heaped on aviation by misinformed politicians and mass media."

On the cover: A successful airport manager should have the ability to drive both aviation and non-aviation revenues.

Image credit: Pablo Scapinachis.

Ed Bolen, commenting on a recent study by NEXA Advisors that confirmed yet again the competitive advantage of business aircraft, said: “This study shows what the people in the business aviation community have always known; a business aircraft is a sign of a well-managed company because business aviation helps companies of all sizes be more efficient, productive and competitive.” The study concludes: “Business aircraft users had a dominant presence, on average of 92 percent, among the most innovative, most admired, best brands and best places to work, as well as dominating the list of companies strongest in corporate governance and responsibility.”

In their zeal to address a $14 trillion national debt, US politicians need to be reminded that what can be achieved by targeting an obscure tax provision on general aviation is a mere drop in the bucket. And when such targeting threatens an industry that delivers one-half of its production to the export market, about $5 billion last year, there should be an overwhelming chorus of “cease and desist.”

In the current economic environment, many governments the world over seem to be abandoning their role as an impartial entity that creates an environment for all businesses to prosper, and instead are choosing to become adversaries of certain business sectors, for the sake of short term political optics. The problem is that no one can know for certain who will be the next target, and as a result, business decisions are postponed – in this case aircraft purchases – causing yet more instability in the overall economy.

That’s not something any government should be encouraging, particularly in these fragile economic times.

Former IATA Director General Giovanni Bisignani may have said it best: “Governments need a textbook on aviation’s role as an economic catalyst.”

Safe Travels, Chris Lehman CAT Editor in Chief

chris@halldale.com

03 CAT MAGAZINE

Chris Lehman

Editorial policy at CAT Magazine tends to avoid commentary with political overtones, and that’s how it should be.

We like to see ourselves as observers and objective commentators on the training and simulation sector, and occasionally the wider air transport industry. But there are occasions when we cannot help but be jolted at the attacks and vitriol heaped on aviation by misinformed politicians and mass media.

The business aviation sector is apparently the latest favourite target, in both the United States and Europe, and we’ve all seen the flurry of tedious and inaccurate media portrayals. But when the President of the United States decides to demonize business aircraft – and the people who use them – one certainly has to pause, regardless of personal political leanings. Political expediency and optics were behind the now infamous June 29th press conference, and the industry was quick to express disappointment and even outrage.

The General Aviation Manufacturers Association (GAMA) and International Association of Machinists and Aerospace Workers (IAM) issued a joint letter to the President, challenging the rhetoric and recalling a similar occasion when 20,000 IAM workers were laid off as a result of “ill-informed criticism of corporate jets and business aviation” and the 2008 downturn. “Words have consequences and, in this industry, a few misguided words can put at risk even the ever-so-modest recovery we have experienced,” said IAM International President Tom Buffenbarger.

The General Aviation industry is incredibly diverse and is a critical component of the US economy. Clay Jones, Rockwell Collins’ President, said recently: “General Aviation (GA) is one of the few manufacturing industries that provides a trade surplus for the United States and supports more than 1.2 million jobs across the country.” Jones was pointing out the obvious – in the current environment it would be desirable to capitalize on what is actually working.

On top of the direct manufacturing and support jobs that GA represents to the economy, it is apparent that many people simply cannot comprehend that a business aircraft is a productivity tool. NBAA President

ISSUE 5.2011

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06 03 Editorial Comment

The Plane Facts. Editor in Chief Chris Lehman considers the significance of political decision-making upon the aviation industry.

06 AIRPORT MANAGER TRAINING The Entrepreneur. Robert W. Moorman examines ongoing education programs for airport managers.

12 SIM SUPPORT Beyond a High Fidelity Environment. Marty Kauchak appraises current issues in the life cycle management of flight and maintenance training devices.

16 PILOT SHORTAGE Preparing the Seed Corn. Robert B. Barnes and Lori J. Brown examine new ideas for improving global pilot effectiveness.

20 PILOT SELECTION Pilot Selection and Screening Systems. Dr. Diane Damos looks at new US Congressional legislation for pilot selection and screening.

25 COMPANY PROFILE ETOPS Aviation Services – A Long Range Solution? Chris Long takes a look at support service supplier, ETOPS.

28 ATC TRAINING www.halldale.com/cat

Training for New Air Navigation Management Systems. Chuck Weirauch examines how the FAA’s NextGen program will impact on training.

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Next Generation ATM System Training Needs From An ATC Perspective.

Chuck Weirauch interviews Scott Shallies, Executive Vice President Professional for the International Federation of Air Traffic Controllers Associations.

ISSUE 5.2011

30 INTERVIEW

32 SHOW REPORT

Asian Training Gathers Pace. Highlights

from APATS 2011 in Bangkok, Thailand.

35 SHOW REPORT

MAKS 2011. Show highlights from Zhukovsky, Russia.

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34 COMPANY PROFILE

Air Campus Inauguration. Chris Long

visits the new Air Campus facility in Lyon, France.

36 NEWS

Seen & Heard. Updates from the training

and simulation community. Compiled and

edited by Fiona Greenyer.

CAT MAGAZINE

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CONTENTS

Airport Manager Training

The Entrepreneur Airport managers have one of the more important jobs in today’s air transportation system. So ongoing education programs are very important to their career. Robert W. Moorman explains.

ISSUE 5.2011

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CAT MAGAZINE

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anaging commercial airports today is very complex. So those charged with leading these plane-filled cities should have special skills. The days are long gone where airport managers were either retired military engineers or employees with operations experience that were tapped to manage airport concessions and collect fees from airlines. The job is far more challenging today.

Airport managers are far more entrepreneurial these days because the generation of “non aeronautical revenue has become a critical component of their success,” said Deborah McElroy, Executive Vice President, Policy and External Affairs for Airports Council International – North America. ACI-NA is one of five different regions of ACI. Whether it is managing revenue derived from land management or concessions, today’s airport managers must be more inventive and proactive in generating revenue for airports. That view is shared throughout the airport management community.

“The skills that are the most important are related to business analytics and treating the airport as the true business it is,” said Candace McGraw, the new CEO of Cincinnati Northern Kentucky International Airport, who started her career as a lawyer working for the city of Cleveland.

“You’re actually running a small city, so these skills are important.”

G. Hardy Acree, director of airports for the Sacramento County Airport System said the job of airport manager has changed dramatically over the last 20 years. Labor relations, human resources, economics, finance, accounting, planning, operations and marketing remain core courses for airport manager wannabees.

“But what has changed is today you don’t just manage the airport, you manage assets,” Acree said. “The focus has changed from being a jack of all trades to someone who has the ability to think, act and plan strategically.”

His colleagues across the pond agree.

“The job of an airport manager today is very diversified,” said Philippe Bernand,

Above Today’s airport managers must be more inventive and proactive in generating revenue for airports.

Image credit: Star Alliance.

CEO of Aéroports de Lyon. “It’s not just about managing airport operations. It is about working on profitability with developing resources, monitoring airport charges and optimizing procurement. It is also about strategy development and maintaining quality standards.”

Bernand, who was hired years ago by the Chamber of Commerce of Lyon, which wanted a manager from the private sector, has an eight-person management team, each a specialist in a particular area. Bernand’s appointment is demonstrative of the change in France of hiring airport managers from the private sector. In the past, most airport managers came from the La Direction Générale de l’Aviation Civile (DGAC).

The management of North American and European airports has come a long

way, particularly in the areas of leasing, land management and airport expansion. This evolution has prompted a corresponding need for additional education of airport managers in the areas of finance and business practices, said Bret McAllister, chief financial officer for ACINA. Years ago, if a US airport wanted to expand, they would finance the project through a 30-year bond offering tied to 30-year airline concession agreements.

Over time the financial institutions moved away from that model because of the fluctuations in the market in favor of shorter agreements ranging from 5 to 10 years.

The Europeans never used that model because the airports were, and some continue to be, state owned and operated. Consequently, the state paid for the expansion through its general fund. But when Europe moved away from the state model, the airports instituted revenue diversification programs to help fund airport expansion and acquisition programs. That move prompted a need for airport managers to obtain additional training/education in financing and business. Privatization of airports elsewhere, such as Canada and Australia, prompted the hiring of airport managers from the private sector with expertise in finance and business.

As government sources of funding for airports continue to shrink or disappear, there is now a requirement for airports to be “more business focused and earn a profit that in turn will be invested back into the facility,” McAllister said.

Above Candace McGraw, CEO of Cincinnati Northern Kentucky International Airport.

Image credit: CVG Airport.

“The success of an airport will be largely driven by its ability to manage both aviation and non-aviation revenues in both good and challenging economic times.

The result is a need for more finance related education for senior staff.”

Education Numerous colleges and universities offer undergraduate baccalaureate and postgraduate courses in airport management. Among the universities in North America are: Ohio State, Purdue, North Dakota, Embry-Riddle, Concordia and McGill in Montreal.

Today’s airport managers “are landlords, real estate investors and you need to know a lot about environmental concerns, public policy and public financing,” offered Mike Nolan, PhD, assistant department head of Purdue University’s Department of Aviation Technology (DAT).

Purdue’s DAT offers a baccalaureate aviation degree with a strong emphasis on airport operations as well as Masters and PhD programs in aviation management. Elsewhere, schools provide airport manager education. The John D. Odegard School of Aerospace Sciences, University of North Dakota (UND) offers seven four-year aviation major degree options at the undergraduate level, of which two are taught in the School of Business: aviation management and flight training and airport management.

The aviation management track “deemphasizes the flying and emphasizes the management side,” said Ken Polovitz, assistant dean at the John D. Odegard School of Aerospace Sciences.

Ohio State offers a wide-ranging undergraduate program. It does not offer a postgraduate degree in airport management, but they have the next best thing - the fourth busiest airport in Ohio, which is owned and operated by the university. The Class 4 Part 139 airport has four runways: two parallel runways of 5,000 and 3,000 feet in length and two crosswind runways. Many students enrolled in aviation programs work at the airport to get valuable career experience, said Doug Hammon, airport director for

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Airport Manager Training

the airport and instructor in airport management related courses.

And what do students think about on-the-job training? “Experience within your respective career path is essential these days in conducting your job search,” said Jacob Bowers, a 2009 graduate of the OSU Aviation Program, and now employed as an airport consultant with a private firm in San Antonio, Texas. “A college degree does not hold much weight unless one also has experience within the field.” Bowers also holds a Master of City and Regional Planning degree from Ohio State.

In the United Kingdom, Cranfield University and the University of Westminster offer advanced degrees in airport management. In Austria, Danube University offers airport management courses, and in France, ENAC (the French university for civil aviation) and the Aéroports du Paris offer a joint program that train students in various disciplines, from computer science and aeronautical design to airport management and engineering. Lyon’s Bernand has sent numerous staff through the program, which he described as “a real success.”

Above Non aeronautical revenue has become a critical component of airport managment.

Image credit: CVG Airport.

Association Schools Aviation related associations also offer courses in airport management. The International Air Transport Association (IATA) and the Stanford Center of Professional Development at Stanford

University have partnered to offer an exclusive Aviation Management Certification Program. The distance-learning program provides courses in Air Transport Fundamentals, Airport Operations, Converting Strategy into Action, Mastering the Project Portfolio, Airline Revenue Management and Leadership for Strategic Execution. With completion of the program, students receive the Stanford-IATA Aviation Management Certificate and are registered with IATA

With an overall first-series flight test pass rate of 98%.

ISSUE 5.2011

Our students clearly don’t have their heads in the clouds.

CAT MAGAZINE

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www.pilottrainingcollege.com Source: IAA Personnel Licensing Office (Average Pass Rate 1/08/2010 – 1/2/2011, across PPL, CPL MEIR Flight Tests)

Airport Manager Training ISSUE 5.2011 CAT MAGAZINE

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as a Certified Aviation Management Professional (AvMP).

The American Association of Airport Executives (AAAE) has its Accredited Airport Executives Program, which heavily emphasizes airport operations domestically. Purdue University’s Department of Aviation Technology (DAT) teaches the course for AAAE. But the program that could set the new standard for advanced airport manager training is a joint venture between the Montreal-based Airports Council International (ACI World), and the International Civil Aviation Organization.

The Airport Management Professional Accreditation Program (AMPAP) claims to be the only global accreditation program worldwide.

AMPAP was developed “to raise the profile of the airport management professional and create awareness of the complexity of the profession,” said Paul Behnke, AMPAP Manager for Program Promotion. The program is also geared to give airport managers “exposure to the entire range of airport activities,” as well as best practices employed in airport management worldwide.

To date, over 130 enrollees have completed the six-course program to

earn the International Airport Professional (IAP) designation. IAP candidates must complete four mandatory courses and two electives within a three-year period. Courses are taught in the classroom and online. [IAP is the name of the professional accreditation that is delivered by AMPAP.] The curriculum for AMPAP courses include: Air Transport System (classroom); Airport Operations Safety and Security (online); Airport Development and Environmental Management (online); Airport Commercial and Financial Management (online). Although the diploma is awarded typically to airport executives, industry stakeholders in the program can earn an Associate Diploma. Recent graduates have included ACI and ICAO managers as well as ACI World Business Partners.

Industry stakeholders make up around 10 percent of AMPAP participants currently.

As yet AMPAP is not accredited according to university and collegiate standards. Yet, the University of Toulouse and AMPAP graduates, of whom many had MBA’s and PhD’s prior to earning the IAP Accreditation, describe AMPAP as the equivalent of an MBA

with particular emphasis on airport management.

AMPAP could likely seek endorsement from another university beyond Toulouse then look toward academic accreditation as the program gains more recognition in the industry, according to academicians.

Business Operations The major benchmark of change for airport managers occurred following airline deregulation in 1978 and later, the 9/11 tragedy. If you managed one of the 35 major US airports, traffic picked up appreciably following deregulation, mainly because of the implementation of the airlines’ hub and spoke system and increased competition among legacy airlines and new starts. 9/11 placed additional security burdens on airports.

While greater business savvy helps, today’s airport manager needs more than a cursory knowledge of the operations side of the house. Airports control traffic on the ground, while the ATC controls planes in the air. At one time, this responsibility was segregated from the business side of the house. That management methodology has transformed into a more integrated approach because

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of the need to increase or decrease capacity within the available infrastructure.

Software technology has advanced appreciably and airport managers need to understand the tools to evaluate strategies for moving traffic within the framework of the airport.

Embry-Riddle Aeronautical University’s (ERAU) School of Business offers several technically related courses at the undergraduate and graduate level for future airport managers, in addition to the required business related courses. ERAU has always offered technology courses, but with enhanced technology, “comes a whole menu of tools to come up with a cost effective and safe strategy to deal with increases in demand,” said Tom Lipps, an adjunct professor in ERAU’s School of Business. “We want the students to understand the technology to evaluate problems from a business perspective of how you evaluate the safety and cost for all users,” said Lipps, a former airport manager.

ERAU’s airport planning and design class uses a commercially available software package, TAAM, to help instruct students. ERAU encourages future airport managers to take a variety of other courses in addition to the core curriculum on the baccalaureate and graduate level. Those courses include airport and airlines relations and safety related courses.

In the airport and airlines relations course, future airport managers learn about the differences between the two, but also about how they’re mutually dependent upon one another. Airlines operate on a thin profit margin with high fixed costs, whereas airports might focus on long-term issues, such as meeting the increased demand within the present capacity.

Today’s airport managers need safety related education as well. The FAA is revising FAR Part 139 (Certification of Airports) to require certificated airports and those receiving federal funding to establish a SMS, a formalized approach to managing safety through four areas: safety policy, safety risk management, safety assurance and safety promotion. The rule mandates that those airports must designate someone in management, who would be responsible for airport safety. [Around 3,500 of the 19,000 US airports are certificated or receive federal funding, so the others could implement SMT on a voluntary basis.]

In 2001, ICAO adopted a standard in Annex 14 (Aerodromes) that established SMS requirements for airports. In anticipation of the implementation of SMS for airlines, airports and air traffic control services, the Aviation Technology Department at Purdue is incorporating SMS policies in its flight training, airport management and ATC education courses and facilities operations.

“Introduction of these internationally recognized policies and procedures will better position our graduates for key positions in the aviation industry, “said Stewart Schreckengast, Ph.D, associate professor.

Conversations with several educators and seasoned airport executives also reveal a need for airport managers to be skilled in public relations, marketing and sales. For example, airports generate a lot of noise, which is an ongoing issue. Consequently, the airport manager needs to be able to articulate the airport’s position, while still retaining the support of the community and industry.

Today’s airport managers have enormous responsibility in an evolving and very challenging business environment. As such, continuing education should be a priority. cat

SIM SUPPORT

Maintaining the Standard Group editor Marty Kauchak examines current issues in the life cycle management of flight and maintenance training devices.

T

he latest generation of flight and maintenance training devices allow training audiences to learn and refresh their skills in high fidelity renderings of in-service aircraft. At the same time, airline managers and maintainers are addressing affordability, spare part usage and other factors to ensure these systems are ready for operation when classes convene throughout the devices’ life cycle.

ISSUE 5.2011

Life Cycle Considerations

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Unlike full flight simulators (FFSs) which typically support an entire instructional session, maintenance training devices are used during one to two hours of a six hour classroom period only. As a result, while the reliability of maintenance flight training devices (MFTDs) and other systems has increased through the last decade and remains important, Holger Beck, Chief Operating Officer, at Lufthansa Technical Training Center, said this metric “is not a key indicator that we measure. Nevertheless we expect a flawless operation of our simulators.”

Under Beck’s leadership, LTT operates an array of maintenance trainers for the Airbus A320, A330, A340 and A380, and the Boeing 747-400, 757 and 767.

Portability and affordability were the capabilities that did appear at the top of Beck’s list of most-important maintenance simulator attributes. The LTT executive emphasized these are the challenges his sector is facing, and said he hopes the simulator manufacturers also understand “they can’t make a maintenance training device as a pure spinoff of a flight training device.”

As maintenance training devices have become more capable, they have not become more affordable for all segments of the community, according to Beck. While a global entity with a high revenue stream, such as LTT, can afford a US $1.5 million maintenance trainer, like the one it has invested into its A380 MTD, a small or medium size maintenance training organization may not be able to afford that device. “I have to ask, how they can afford such a simulator if we are already having difficulties to

Above Maintenance training devices tend to be 2-D, flat-panel displays, and as a result, they are most commonly maintained by IT technicians.

Image credit: Lufthansa Technik AG.

determine the return on such an investment,” Beck said.

The price of higher end maintenance trainers is also separating this sector into two classes – one with LTT and other large training providers, and OEMs such as Airbus and Boeing, able to afford and willing to invest in these devices, while the rest of the community may not. Beck continued, “A lot of smaller organizations might have to argue that simulation is not that important. They can still achieve the same results in the classes by traditional teaching techniques.” But on the highly complex new aircraft types like the A380 or B787, a MTD is a must to gain competency throughout the training course and not only basic knowledge. Indeed, Beck presented a challenge for the community. “For us it is important that in the future we have affordable simulators. We

American's sims are located in its training center in Fort Worth, Texas.

Image credit: American Airlines.

tive of managing a portfolio of 26 full flight simulators (FFS) and other training devices in support of American Airlines and American Eagle aircrews. Ghoshal has additional responsibilities for the airlines’ evacuation trainers, cabin trainers, door trainers and other devices supporting cabin crews.

Ghoshal pointed to other cost savings which have been realized from the

evolution of visual systems, and in particular, the migration from raster/calligraphic to liquid crystal on silicon (LCOS) projectors. But while LCOS projectors and other simulator components outside of visual displays have become less expensive, they tend to be commercialoff-the-shelf (COTS) products, providing another interesting dynamic to life cycle costs. “But on the flip side, I must say, much of the products are COTS and the life cycle is very short.” And so, while procurement costs for the new generation of high fidelity aircrew training systems have declined, “one has to be careful with the [entire] life cycle costs.”

ISSUE 5.2011

Above

13 CAT MAGAZINE

can’t all spend millions of dollars. We have to get simulators in the range of about US $100,000 per classroom so we can count on a return on investment over three or four years – not ten years.”

Different dynamics in life cycle costs are taking place on the other side of the airline training campus. Electric motion systems, more capable visual displays and other advancements in flight simulators have enabled zero flight time instructional strategies, meaning one doesn’t need any flight time in the actual aircraft – it’s all done with these devices. At the same time, the airlines have also gained cost savings from their investments in these technologies. Asok Ghoshal, Manager, Simulator Training Equipment Support for American Airlines, observed “Electric motion systems are much cheaper to run [than hydraulic systems], for example, because in the hydraulic ones, one has to keep the hydraulic pressure running all the time. In the electric devices power is only used when it is moving. So power consumption savings could be as much as 80 percent.”

The American Airlines senior manager has more than 30 years of industry experience and speaks from the perspec-

SIM SUPPORT

Life cycle management costs for new simulators have also become greater in some unexpected areas, in particular with increased holdings of spare parts.

Dave Bigham, a Senior Flight Simulator Maintenance Technician at Southwest Airlines, noted “We do so a little more thoroughly than in the past, especially as we get service bulletins from a manufacturer nine months after we take delivery of a device. The bulletin will tell us you have power supplies, computers and boards that are now extinct.”

Ghoshal also noted the trend to include integrated procedures trainers (non-motion) (IPTs) in aircraft models' training suites – creating a family of training devices. Strategies to use similar software to produce the same visual renderings, and other functionalities throughout the families of trainers, provide a compelling case for airlines to buy the less expensive, yet effective IPT-like devices.

"I can see more of that type of device [IPT] being used at American Airlines."

More on MTBF Aspiring aircrews and their more experienced counterparts are learning and refreshing their skills on flight training

Above The Southwest Airlines SMEs are (left to right) Dave Bigham, Michael Washam & Stephen Smith.

Image credit: Southwest Airlines.

devices that have improved meantime between failure (MTBF) rates. The MTBF for industry flight training devices is improving at a steady rate, Ghoshal said.

"The reliability is very good."

Asked if the technologies in the new simulators provide an increase in MTBF and other benefits, Southwest’s

Bigham responded, “I haven’t seen the big improvement in mean time between failure with the newer technology simulators versus the ‘classic stuff’, if you will.” Bigham also pointed out his ability to more quickly troubleshoot, repair and place back in commission the heritage simulators when compared to their current counterparts. “Fifteen or twenty years ago it was the manufacturers’ interface, it was their [circuit] card, the computers weren’t showing up with a newer, faster processer 90 days later, and the product you were getting out the

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ISSUE 5.2011

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A cadre of qualified maintenance personnel is needed throughout a training

recruited and accessed with significant IT experience.

Southwest’s mix of new and legacy simulators requires it to maintain a wide variety of talent to supports its devices.

“On the older machines you will probably need the older individuals who are used to troubleshooting down to a component, that doesn’t have a diagnostic program that points you to that component.

So they are still running test equipment and understanding schematics – you are going down to vacuum tube-type technology so you have to troubleshoot all the way down there,” Mike Washam, a Senior Flight Simulator Maintenance Technician at Southwest Airlines, said.

Southwest has hired four simulator technicians since this April. Two members of the staff replaced individuals who retired. The other two new hires will support a new FFS expected to be received in 2012.

Looking downstream, Washam pointed out there is an adequate supply of simulator technicians to meet his airline’s requirements. “It all comes down to can you do what is necessary to acquire that individual” in terms of compensation and benefits. cat

ISSUE 5.2011

Workforce Issues

device’s life cycle. The oft-discussed notion of a developing bow wave of aging workforce members who will soon be retiring is not yet evident at several airlines.

As the core of maintenance training devices tend to be 2-D, flat-panel displays, they do not present the more complex life cycle sustainment challenges as flight training systems. As a result the maintenance training sector’s devices are most commonly repaired and maintained by IT technicians, who are in ample supply.

American Airlines reported its supply and demand of simulator technicians are in balance. "We have not seen a problem yet. There may be a few factors for it – one is the name American, meaning if they hear American is hiring we get trained people," Ghoshal said.

The airline has a contingency plan in the event it does experience a shortage of qualified certified simulator technicians.

"What we are looking at in the future, if we do not find trained people, is our own program. We haven't had to use it yet." The American Airlines senior manager also expects the majority of his airline's future simulator technicians to be

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door was a lot more stable. While I can’t say the older machines are more dependable, I can get them back in service and sorted out and trainable a lot faster than I can the newer technology machines.

There you are fighting three versions of Windows, two types of USB interfaces, and there are a whole lot of bits and pieces that come into the mix.”

The veteran maintenance technician noted this trend has been being driven by an industry-wide demand for simulator OEMs to optimize COTS components. “Years ago guys were hollering for that. There was the belief that if I bought something off the market it would be cheaper than if I bought a part from CAE, Thompson or FlightSafety built specifically for their device.”

While COTS products have proven cost-effective in some applications, there may be instances in which Southwest Airlines will not be able to source other COTS components, being forced to replace an entire system because one or several parts are not available.

Pilot Shortage

Preparing the Seed Corn A few years ago, a global airline pilot shortage was just a distant rumor. Today, it is fast becoming a global reality. Robert B. Barnes and Lori J. Brown look at the role of flight instructors and how Western Michigan University College of Aviation is working with the International Association of Flight Training Professionals to explore new ideas for improving global pilot training effectiveness.

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ot only is this pilot shortage already having an impact on airline operations, it is making it difficult to recruit and retain the best and brightest flight instructors.

Asia already has had to restrict airline growth and park aircraft because they do not have enough pilots to fill their training classes. There are growing indications that this shortage will spread to Western Asia, South America, and the Middle East before too much longer as pilot capacity and training challenges increase. In addition, this looming pilot shortage is exacerbated by a decline in student enrollments and lack of funding for new pilots. Not only is our industry seeing a decreasing number of pilot applicants but we are also seeing a growing trend of decreased multiengine flight experience and increased interview failures.

According to IATA there will be a worldwide requirement for 350,000 new pilots between now and 2026. If this projection is even close to being accurate, we must ask ourselves –

“Where will these new pilots come from once the currently available supply is depleted, and how will we recruit and retain the best and the brightest aviation professionals?”

While many organizations are beginning to address these questions, we must also consider that the next generation satellite-based navigation with its higher levels of automation will require even more evolving pilot competencies.

Therefore, it’s essential we consider two additional very poignant questions“Who will train the next generation of aviation professionals, and how will we train them?”

A Global Problem In April 2010, a group of flight training professionals from around the world gathered informally at WATS (World Aviation Training Conference & Tradeshow) to discuss ways in which they might be able to improve global pilot training effectiveness. They had a definite sense of urgency, as each day the projections of a global pilot shortage

Above Who will train the next generation of aviation professionals?

Image credit: Oxford Aviation Academy.

were becoming more real. Not only was there a question of where these new pilots might come from but also who would have the experience necessary to train them.

For years, it has generally been known that most flight instructors are there simply to build time and move on to a more lucrative airline job. Even if they love to teach flying, today’s instructors simply don’t get paid enough to make a living; so instructing becomes, out of necessity, just a means to an end. If this is truly the real motivation of flight instructors, what will happen when airline jobs are plentiful and all of our current instructors move on?

Will basic pilot training become just another example of the least experienced teaching the next generation thereby

creating a recurring legacy of marginal competence?

This is not one company’s problem or even one country’s problem. It is our entire global industry’s problem. As flight training professionals, how can we collaboratively act now to improve the quality of our first line flight instructors while recognizing the rapidly approaching realities of economic opportunity and changing competencies?

Broadening Instructor Experience

Above

The group of flight training professionals who met at WATS 2010 agreed that something needed to be done quickly to find a way for flight instructors around the world to share the personal training practices and techniques that have proven to be effective in educating their students.

As one experienced flight instructor said recently: “Training means teaching one way of doing things, with justification to support that one way. In contrast to training, a key facet of education is that education prepares the student to evaluate, create, modify, and/or choose a best way of doing things from multiple options. In flight training, we need to expose the students to more than one way of doing things so that they can gain meaningful experience from the situations they encounter.”

Of course, the challenge is to find a way to continually help our young instructors gain the experience necessary to expose their students to more

correct, the need for an electronic pilot CV

If growth projections for air transport are will become more critical as employers strive to achieve their staffing goals.

Image credit: IAFTP.

than one way of doing things - so they can truly educate the next generation of airline professionals, and not simply train them to minimum standards. This requires broad collaboration so they can learn from the experiences of both their peers and their predecessors to improve the quality of their product - our next generation pilot.

But how could such collaboration be facilitated on a global basis?

A Step Forward The International Association of Flight Training Professionals (IAFTP) originally began as a simple online discussion about pilot training practices between a few aviation training professionals; however, it quickly grew

through word-of-mouth to involve more than 300 highly qualified members from around the world. It was a core group of these same aviation training professionals who met at WATS 2010 to consider possible ways to help improve global pilot training effectiveness.

IAFTP’s founding members recognized the need for a credible, independent, international clearinghouse for pilot training best practices – practices that have been developed by flight training professionals to respond to individual pilot or operator needs. They further recognized that IAFTP should not try to establish standards, create a certification body, or even attempt to influence regulators. Its singular goal should be to work toward improving the competency of all pilots – in airline, air taxi, business, and general aviation – so as to enhance overall aviation safety, while keeping up with changing technologies. And, its members should be flight training professionals directly involved in the conduct or support of pilot training activities.

IAFTP was formally organized in January 2011 and its members immediately began developing the capabilities necessary to support the global sharing of pilot training practices.

The IAFTP website (http://IAFTP.org) opened in March 2011 and is rapidly becoming a valuable resource for such information.

Each training practice or technique that is submitted to IAFTP is de-identified, categorized, and edited for content.

• Airline Support • •Airline Airline • Ops Airline Ops OpsSupport Ops Support Support • Pilot Training Equipment & FSTD’s • •Pilot Pilot • Pilot Training Training Training Equipment Equipment Equipment &&FSTD’s FSTD’s & FSTD’s • Aviation Training Services • •Aviation Aviation • Aviation Training Training Training Services Services Services

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Pilot Shortage

The edited submission is then added to the IAFTP Training Practices Database which IAFTP Members can search by category or keyword. Periodically, training practices will be selected from this database and posted to the IAFTP Best Practices Forum for a more formal members-only editing and peer review which may qualify a training practice for posting to SKYbrary (www.skybrary.aero), the single point reference for aviation safety knowledge, and eventually receive recognition by the global aviation community as a true pilot training best practice.

Making It Happen There are as many ways to teach flying as there are good instructors. And, each of these good instructors has developed special ways to guide students toward becoming safe and competent pilots instead of simply accumulating hours to a minimum standard. The IAFTP is helping to facilitate the sharing of such expertise through its online global Training Practices Database. However, this database is merely a source of information until it is effectively applied by a flight training organization.

The Western Michigan University College of Aviation is working with IAFTP to explore ways to do just this. With over 700 undergraduate students and roots that go back to 1939, it is one of the largest aviation programs in the United States and offers the only comprehensive aviation program at a public university in Michigan.

The College of Aviation provides four-year degree courses in Aviation Maintenance Technology and Management, Aviation Science and Administration, and Aviation Flight Science which includes flight training up to the FAA Certified Flight

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Aviation Flight Science operates as a traditional academic flight program, with flying and associated ground training spread over a four-year degree study period. Part-time instructors provide the bulk of the flight instruction as a means of building their hours to qualify for jobs with regional or major commercial airlines.

The College of Aviation seeks to actively examine the very ways in which we teach flying and then use this knowledge to pioneer revolutionary new methods of instruction designed to improve a pilot's ability to fly and to work efficiently with a crew.

Its goal is to produce graduates who think critically, communicate effectively, and participate meaningfully and ethically in the dynamic field of aviation.

For example, Professor Lori Brown was instrumental in taking ten young flight students to WATS 2010. Their thirst for industry engagement was evident to everyone who had the opportunity to speak with them. Brown said, “In all of my years in aviation, I have never seen young students so engaged.” The students said, “WATS has made our classroom come alive, and sparked a renewed passion for aviation.”

The students all agreed that their flight instructors should have been at the conference to have the same opportunity to engage with industry.

Professor Brown added, “When I returned from the WATS conference, I immediately started looking for more ways to engage our students with industry. I was very excited to learn about the IAFTP Training Practices Database and Question of Month discussions. These are tools we can use to allow our students to interact with industry and our instructors can contribute to IAFTP training practice discussions.”

Several professors at the University will incorporate the IAFTP tools into the classroom as much as possible. We have all been asking ourselves for years – how can we engage the next generation of Aviation Professionals? At WATS, the answer was clear – connect students with other industry professionals. Brown’s students made it very clear that they did not need more technology to feel engaged; they just wanted more connection to their predecessors in the industry.

WMU Flight and Ground School Instructor, Dominic Nicolai said “I love it when instructors share their material and ideas.

For me, it comes down to whether I want to reinvent the wheel or use someone else's wheel. Often, I will start with someone’s material and then add/subtract from it until I have infused my own ideas into it. By looking at other instructor's teaching materials and techniques, I can adjust my own materials or techniques.” He feels that the IAFTP Training Practices Database and SKYbrary portal are tools he can use to share and learn from other instructors.

While the global sharing of pilot training best practices alone will not solve all of our industry’s flight training challenges nor solve the looming pilot and instructor shortage, the faculty of the Western Michigan University College of Aviation believe it is a crucial step in the right direction to enable flight instructors to more effectively adapt to ever-changing training competencies, while ensuring that the next generation of airline professionals are enriched by the experiences of their predecessors. cat

26/08/2011 11/10/2011 11:46:02 12:09:21

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PILOT SELECTION

The Right Stuff Dr. Diane Damos examines the new US Congress legislation which specifies the attributes that Part 121 carriers must assess in their pilot selection and screening processes.

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ublic Law 111-216 (HR 5900), The Airline Safety and Federal Aviation Administration Extension Act of 2010, has two major sections, Title 1 and Title 2. Title 1 is concerned with airports. Title 2, “Airline Safety and Pilot Training Improvement,” deals with several safety- and trainingrelated issues. This article is concerned with Section 216 of Title 2, “Flight Crewmember Screening and Qualifications.”

Part of this section (216 a (2)) is remarkable because, for the first time, Congress has passed legislation specifying the attributes that Part 121 carriers must assess in their pilot selection systems. It reads as follows: • Rules issued under paragraph (1) shall ensure that prospective flight crewmembers undergo comprehensive preemployment screening, including an assessment of the skills, aptitudes, airmanship, and suitability of each applicant for a position as a flight crewmember in terms of functioning effectively in the air carrier’s operational environment.

This section has the potential to alter significantly the selection process of many carriers, especially small regional carriers. Many Part 121 carriers will be faced with substantial start-up costs to comply with the new law, as well as with increased operational costs. Part 121 carriers, therefore, should be aware of some of the issues surrounding Section 216 a (2) and begin considering the implications of these issues for their company’s screening and selection processes.

Section 216 a (1) requires the Federal Aviation Administration (FAA) to conduct a rule making process. A rule, in essence, states how the law should be understood and, consequently, implemented. As part of the rule making process, the FAA issues a Notice of Proposed Rule Making (NPRM). Individuals may submit public comments about the proposed rule, and the FAA is required to consider these comments before issuing the final rule.

The NPRM status of Section 216 a (1) is unclear. The FAA issued an

Above New legislation has the potential to alter significantly the selection process of many carriers.

Image credit: CTC Aviation.

Advanced NPRM for Section 217 in the spring with the corresponding NPRM scheduled to open for comments on October 5, 2011. No NPRM has been issued just for Section 216, and it is unclear if Section 216 and 217 are being considered together.

The remainder of this article is my interpretation of this Section 216 a (2) based on approximately 40 years of experience in pilot selection. I am not a lawyer, and no one should interpret my comments as legal advice.

Screening and Selection The first thing to notice about Section 216 a (2) is that it uses the term “screening”, not “selection.” To people like me who have worked in pilot selection for many years, the use of this term is surprising; screening and selec-

tion are different types of processes.

Screening is frequently associated with assessments that are scored pass/ fail and simply indicates that a candidate meets a minimum requirement.

In aviation, screening is traditionally conducted on minimum qualifications.

That is, applicants who are screened on a given attribute are examined to determine if they have or do not have the minimum amount of that attribute. For example, let’s assume that a carrier requires a minimum of 100 hours of multi-engine flight time. Each candidate’s flight time is examined to determine if he/she has the minimum amount of multi-engine time. If the candidate does not have at least 100 hours, he/she is eliminated from further consideration. This process is often referred to as “screening out.” If the candidate has at least 100 hours of multi-engine time, he/she advances to the next step of the screening or selection process.

In contrast, selection is usually associated with quantifying the differences between candidates on some attribute.

For example, assume candidates are required to take a test of spatial ability

as part of the hiring process. Each candidate receives a score on the test. The candidates are rank ordered on the basis of these scores. Those candidates who score highest on the test (assuming there are no other selection instruments in the hiring process) receive a job offer.

This brings us back to Section 216 a (2), which requires pre-employment “screening” on skills, aptitudes, airmanship, and suitability for the operational environment (more about the definition of these terms shortly). Did the authors of Public Law 111-216 intend to reduce the Part 121 pilot hiring processes to a series of background checks to ensure that a candidate possesses the minimum qualifications? Probably not, given the remaining parts of the section. Did they intend to impose a pass/fail assessment process? Again, probably not, but time and the FAA will tell.

Section 216 a (2) requires air carriers to screen for skills. Which skills? In my experience, “skills” in a pilot selection context usually refers to stick-and-rudder skills but may also refer to cockpit resource management (CRM) skills. If “skills” does indeed include stick-andrudder skills, then the regional air car-

riers that have eliminated their simulator evaluation need to begin thinking about how to assess stick-and-rudder proficiency. If “skills” also refers to CRM skills, then the numerous questions surrounding testing and evaluating these skills will need to be identified and resolved quickly.

Air carriers also will be required to screen for aptitudes. What is an aptitude? The Penguin Dictionary of Psychology (2001) defines aptitude as “a measurable present ability which is interpreted as indicating that…the person’s performance will improve markedly with additional training.”

This raises an interesting question.

Why would any air carrier test for an aptitude? The applicants are all experienced pilots with at least a commercial certificate. Is the hiring process designed to allow candidates to demonstrate their skills and knowledge or to demonstrate that they will be able to learn new skills and information? Let’s take stick-and-rudder skills. Is the purpose of a simulator evaluation to assess a candidate’s level of skill or is it to determine if a candidate will be able to learn new skills?

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Notice that air carriers will be required to “screen” for airmanship.

What exactly is airmanship? The statute provides no definition of this term. I know of no accepted definition of airmanship in the scientific community. A search of the web revealed a plethora of definitions. The FAA’s website, however, did not have a definition. I then contacted the FAA on September 5th through their website and asked for a definition. I have not received a reply. All of the definitions I found on the web involved stick-andrudder skills, which brings us back to the need for a simulator evaluation.

Suitability The most difficult to interpret part of Section 216 a (2) is the last phrase “suitability of each applicant for a position as a flight crewmember in terms of functioning effectively in the air carrier’s operational environment.” Initially, I thought this phrase referred to “organizational fit.” This term usually refers to the degree to which an applicant shares an organization’s values and goals. To my knowledge, no US air carrier has ever used a test of organizational fit to select pilots.

All of the organizational fit tests I have encountered were designed for entry

Above “Skills” in a pilot selection context usually refers to stick-and-rudder skills but may also refer to CRM skills.

Image credit: Air France.

level, white-collar workers, such as sales personnel. These hardly seem appropriate for pilots.

I asked three of my colleagues to read Section 216 a (2) and interpret the last phrase. One thought that this phrase

refers to psychopathology. The problem here is that tests of psychopathology are classified as medical tests in the US. Under the Americans with Disabilities Act of 1990, an employer cannot administer a psychopathology assessment until an applicant has successfully completed the hiring process and has been given what is known as a contingent job offer.

If the intention of Section 216 a (2) is to force air carriers to include psychopathology tests in their selection process, then this section is in direct conflict with

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the Americans with Disabilities Act of 1990, a major civil rights law.

The second colleague thought that this phrase refers to personality testing.

The US has no law that prohibits personality testing per se, and it is used in selection systems for certain professions.

Unlike European air carriers, however, American carriers have had very limited success using personality tests for pilot selection. Since World War I, the US military has attempted to develop a personality test that predicts success either in flight training or in combat. Such a test has yet to be developed. The US military found that biographical inventories were predictive of performance in training, but federal regulations pertaining to their scoring have limited the recent usefulness of these assessments. Although some vendors have claimed to use their personality assessments for commercial pilot selection, I am unaware of any objective, verifiable data that supports these claims.

The third colleague interpreted this phrase as referring to CRM skills. As I mentioned earlier, selection based on evaluating two candidates simultaneously is fraught with difficulties.

This leaves us with a phrase that has four different meanings for four professionals, all of whom have extensive experience with pilot selection. The FAA will have to interpret this phrase in some meaningful, unambiguous manner that does not lead to a violation of any US statutes or guidelines.

Comments Where do we go from here? I suggest reading the comments for Section 217 (Pilot Certification and Qualification Requirements) on the NPRM site.

If Section 216 and 217 are being considered together, the posting and the comments may point to potential legal pitfalls. In any case, readers directly involved in pilot selection and hiring may be able to glean information that will suggest potential changes to their hiring process.

Additionally, carriers should become more knowledgeable about pilot selection systems. Pilot selection has been conducted in the US since 1917, and there are literally thousands of documents dealing with how pilot selection systems work, the types of selection instruments that have proved

useful, and the legal issues surrounding selection. Some of this material is more appropriate for the human resources department, but much is useful to those directly involved with interviewing and testing pilot applicants.

Changing a selection system can be an expensive process and is always time consuming. Part 121 air carriers, therefore, are well advised to give themselves plenty of lead time to make changes in their selection system. Careful planning and a thorough knowledge of pilot selection will pay in the construction of a costeffective, legally defensible system. cat About the Author Dr. Damos has been involved in pilot selection and training for over 40 years.

She has consulted for air carriers, training schools, and governments in the United States, Africa, the West Indies, and Asia.

She has lectured and taught courses and seminars on pilot selection in Taiwan, South Africa, Spain, and Canada, as well as in the United States. She is president of Damos Aviation Services, Inc. and a professor of Aviation Human Factors at the Centre Quebecois de Formation Aeronautique in Montreal, Canada.

Civil Simulation and Training news Issue no.27 Fall 2011

CAE expanding training presence in Europe Aircraft manufacturers forecast that European air carriers will acquire 6000-7500 aircraft over the next 20 years, and CAE is expanding its training capacity in the region to support the growing need for pilots, aircraft maintenance technicians, cabin crew and other aviation personnel.

CAE has the largest commercial aviation training centre network in Europe with 41 full-flight simulators in eight locations: Amsterdam, The Netherlands; Brussels, Belgium; Burgess Hill, UK (near London); Madrid, Spain; Moscow, Russia; Prague, Czech Republic; and Rome, Italy.

CAE Global Academy, the world‘s largest network of ab initio flight schools, has campuses in Amsterdam, Brussels and Evora, Portugal.

New Partnership in Prague

The newest addition to the CAE commercial aviation training network is at Prague-Ruyzne Airport, where CAE is partnered with Czech Airlines (CSA). CAE and CSA offer wet and dry third-party training for the Airbus A320, Boeing 737NG and Boeing 737 Classic aircraft types.

“CAE continues to extend its leadership in emerging international and regional airline markets through flexible partnerships and network expansion so customers can have in-region access to advanced training solutions,” said Jeff Roberts, CAE’s Group President, Civil Simulation Products, Training and Services. “We are pleased to be adding the strategically located city of Prague to our presence in Eastern Europe.”

The Czech Airlines Training Centre provides training for CSA crews and crews of other airlines from the Czech Republic and abroad. All training is carried out by highly experienced instructors according to EU OPS and JAR-FCL1 regulations as well as training plans approved by the Czech Civil Aviation Authority.

CAE has signed an agreement for Boeing 737NG training in Prague with Travel Service, a leader in the charter flight market in the Czech Republic, Slovakia, and Hungary and operating low-cost scheduled flights under the brand Smart Wings. “CAE is the world leader in commercial aviation training, and we are excited at the opportunity to train with the best right next to our base of operations,” said Michal Tomis, Managing Director, Travel Service, a.s. “Our passengers trust us to provide well-qualified staff and the highest standards of safety, and we trust CAE to help us train our pilots to those standards.”

A320 Training in Eastern Europe

Aeroflot, the largest airline of the Russian Federation recently ordered another A320 FFS from CAE for delivery to Aeroflot’s training centre at Sheremetyevo International Airport in Moscow by the end of 2011. The simulator will incorporate a third-generation CAE Tropos™ visual system and full six-degree-of-freedom CAE True™ electric motion system.

Russian aviation equipment company NITA (New Information Technologies in Aviation), on behalf of the Federal Air Transport Agency (part of the Ministry of Transport of Russia), has contracted for a CAE 5000 Series Airbus A320 FFS. The simulator will be delivered in mid-2012 and will be used for cadet training at the Ulyanovsk Higher Civil Aviation School (UHCAS).

CAE has signed an agreement with Baltic Aviation Academy, as BAA’s provider of choice for FFS requirements. The agreement is focused on leveraging the advantages of CAE’s innovative training technology and global training network for airlines in Russia and Eastern Europe. Baltic Aviation Academy has leased an Airbus A320 FFS from CAE and relocated it to Vilnius. CAE will also provide pilot training for BAA customers.

“Czech Airlines training centre has an excellent worldwide reputation, of which we are proud. Cooperation between the two companies, Czech Airlines and CAE, has always been very good and therefore we welcome this opportunity to further enhance our joint activities,” said Marek Týbl, vice president of flight operations of CSA.

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Solutions for start-up and growing airlines

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

CAE is at the forefront of meeting the increasing worldwide demand for aviation professionals The global aviation industry faces a tremendous personnel challenge in the coming decade: attracting and training more than half a million new pilots, aircraft maintenance technicians and other aviation professionals to fly and support growing airline fleets and routes. It’s going to take an industry-wide effort to develop the next generation of flight and ground crews with the right mix of knowledge, skills and professional attitude in order to sustain a steady upward trajectory while increasing efficiency and safety.

relationship with AirAsia to open the Asian Aviation Centre of Excellence, a joint venture in Kuala Lumpur for training pilots, cabin crew, aircraft maintenance and ground services personnel.

• Japan – CAE is developing the comprehensive training program for the new Mitsubishi Aircraft Corporation Regional Jet (MRJ), including a centre in Tokyo – which will deliver training for pilots, cabin crew, maintenance technicians, ground personnel and dispatchers.

CAE is addressing the need for more people, but more importantly for the right people – carefully selected, well-trained, highly qualified aviation professionals. Over the past 10 years we have built the world’s largest network of commercial airline training centres, and in only five years we have developed the world’s largest network of ab initio flight schools.

•L atin America – Our CAE training centre in Sao Paulo, Brazil, has been expanded to 10 simulator bays to accommodate increased demand for pilots for anchor customers TAM Airlines and Gol Transportes Aéreos. We’re also enlarging our facility in Santiago, Chile, and building a new training centre in Lima, Peru in support of anchor customer LAN Airlines and other airlines in the region.

Overall in the past year, CAE has added or announced seven new training locations and capacity expansion of four others for airline training:

•N orth America – Another new location for CAE, San Francisco, will come online in a few weeks to provide A320 training for anchor customer Virgin America and other airlines.

• Eastern Europe – Through a partnership with Czech Airlines, CAE will soon offer training in our newest location in Prague (by end of November) for three of the most popular aircraft types in the region: Airbus A320, Boeing 737NG and Boeing 737 Classic. We are also supporting Baltic Aviation Academy in Lithuania with a newly installed A320 FFS and as their preferred simulator provider for other types, serving Russia and the Commonwealth of Independent States (CIS).

• Western Europe – In Amsterdam, we installed an FFS for Embraer E170 and E190 operators. In Amsterdam, we added an Embraer E170 and E190 simulator. For A330 training, we are installing a newly built FFS in Brussels and adding Rome to our A330 training locations with an upgraded FFS. These changes complement our three A330/340 FFSs in Madrid and an A340 FFS in London/Burgess Hill.

• Middle East – CAE and Emirates Airline announced this summer that we will build and jointly operate a second training centre in Dubai. The new facility will be focused on airline training.

• India – We will also build a new centre in India’s national capital region, Delhi, together with our partner InterGlobe Enterprises, to offer training to anchor customer Indigo and other airlines in India.

• China – Our Zhuhai Flight Training Centre, a joint venture with China Southern Airlines, continues to expand and will soon reach 19 simulator bays, serving operators of several types of popular aircraft.

• Southeast Asia – We recently expanded CAE’s long-term 2

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For ab initio training, CAE is now partnered with China Southern Airlines to jointly own and operate the CAE Global Academy Perth campus in Australia. This is the 11th flight school in the CAE Global Academy network, and brings our total annual training capacity to about 1,800 cadets worldwide.

CAE has also developed an innovative Multi-crew Pilot License (MPL) program. The first class of AirAsia cadets achieved outstanding results and began flying revenue flights on schedule.

The second class is approaching the midpoint of their 14-month training program.

In addition to developing new cadets and training for current flight crews, CAE provides airlines with pilot candidates who are carefully selected from our database of thousands of licensed and type-rated Captains and First Officers. Our sourcing program for airlines has recruited and placed more than 2,000 pilots in short-term and long-term positions in recent years.

One of the reasons we’re optimistic about the future of the industry, beyond the fundamental demand for increased air travel, is the high quality of the individuals in our industry. The core of any successful airline is the people, and we’re proud that CAE can play a key role in developing success-minded professionals for our customers.

If growth is in your airline’s future, let’s have a conversation about meeting your aviation professional training needs.

- Jeff Roberts

11-10-07 1:56 PM

Recent CAE fullflight simulator sales • Airbus A380 to Thai AirwaysInternational - CAE’s first FFS sale to the national carrier of the Kingdom of Thailand • Airbus A330 to Gulf Aviation Academy - GAA’s fourth CAE simulator • Airbus A320 to New Technologies in Aviation (NITA) on behalf of the Federal Air Transport Agency, part of the Ministry of Transport of Russia, for cadet training at the Ulyanovsk Higher Civil Aviation School (UHCAS).

• Embraer Phenom 100 to CAE Global Academy Perth • Airbus A320 to the Asian Aviation Centre of Excellence, a joint venture of AirAsia and CAE in Kuala Lumpur, Malaysia • Boeing 777-300ER to Cathay Pacific, Hong Kong, a CAE customer for more than 30 years.

• Boeing 777-300ER to American Airlines, Fort Worth, Texas USA – their 17th CAE FFS.

1st CAE MPL class enters revenue service with AirAsia on schedule; second class transitions to Phase 2 All 12 of the AirAsia-sponsored cadets in CAE’s first Multi-crew Pilot License (MPL) program have successfully entered revenue service as airline A320 First Officers after graduating from the beta program and receiving their MPL licenses from the Department of Civil Aviation Malaysia (DCAM) and Transport Canada.

The first CAE MPL class completed the Advanced Phase of the program in Toronto, Canada on schedule in May, and recently completed AirAsia Base Training in Kuala Lumpur. The cadets are flying as AirAsia A320 First Officers under the supervision of a check captain in the airline’s Initial Operating Experience (IOE) program.

All 12 cadets in the second CAE MPL class for AirAsia have successfully soloed and transitioned to Phase 2 of their four-phase, 14-month training program. They are expected to graduate in July 2012.

CAE Amsterdam now providing Embraer E170 & E190 pilot training CAE is now providing pilot training for the Embraer E170 and E190 aircraft on a CAEbuilt full-flight simulator recently installed at the CAE Training Centre in Amsterdam, The Netherlands. Initial and recurrent training courses are delivered by CAE instructors using CAE courseware and are approved by EASA.

CAE Global Academy Evora graduates 45 new ab initio pilots CAE Global Academy Evora graduated 45 students with their Air Transport Pilot License (ATPL) and Multi-Crew Coordination (MCC) endorsements earlier this year. The students are from Portugal, Spain and Italy.

Nearly 250 total students have now graduated from the complete ab initio flight training program at the Portugal campus. Graduates are flying with airlines such as EasyJet, Ryanair, Sata Air Acores and TAP Portugal in Europe, TAM in South America, Lion Air in Asia and others.

The CAE Global Academy is the world’s largest network of professional flight schools with 11 campuses in nine countries on five continents – Australia, Belgium, Cameroon, Canada, India, Malaysia, The Netherlands, Portugal, and the United States. With a fleet of nearly 300 aircraft, CAE Global Academy has the capacity to train about 1800 ab initio pilots annually.

CAE’s Pilot Solutions program also provides airlines with experienced type-rated First Officers and Captains, and has placed more than 2000 pilots with airlines.

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Fokker 50 FFS upgraded in Amsterdam To enhance our customers’ safety and efficiency, the Fokker 50 Full Flight Simulator at CAE Amsterdam has been extensively upgraded.

The simulator now features a new CAE Tropos™-6000 visual system, an IBM 2000X host computer, a state-of-the-art instructor/ operator station (IOS) with dual touch screen, and simulation of the UNS1L Flight Management System (FMS).

2nd Emirates-CAE training centre in Dubai to focus on airline training Emirates-CAE Flight Training (ECFT), the joint venture between Emirates Group and CAE, will open a second facility in Dubai in 2012 to provide training for airline pilots and aviation maintenance technicians. The facility will initially house four full-flight simulator (FFS) bays with plans to expand to as many as 10 bays. The first FFSs installed will replicate the Airbus A320 and Boeing 737 families of aircraft.

11-10-07 1:56 PM

Seoul

Moscow Amsterdam Prague Brussels

Burgess Hill Paris

MONTReAL

Evora

zhuhai Rae bareli

Rome

Madrid

gondia

Dubai

Moncton

Bengaluru

toronto

langkawi kuala lumpur Singapore

vancouver San FRANCISCO (2012)

Charlotte

Dallas

phoenix

Miami

san diego

Douala

Perth

Lima (2012) SÃo paulo

CAE Commercial Aircraft Training Programs in Europe

santiago

Europe’s largest commercial aviation training network CAE provides the world’s largest commercial aviation training network, including the largest network in Europe.

Training time slots are available globally on more than 100 commercial aircraft full-flight simulators, including the widest coverage of in-service, in-production and indevelopment commercial aircraft models. CAE offers initial type rating and recurrent pilot training programs, in addition to cabin crew safety and aircraft maintenance technician training programs throughout its network.

CAE Global Academy is the world’s largest network of ab initio flight schools – 11 campuses in nine nations, including Amsterdam, The Netherlands; Brussels, Belgium; and Evora, Portugal.

To schedule your training session, contact us at: aviationtraining@cae.com.

Airbus Airbus 300 B2/B4 Airbus 320

Brussels Brussels, London/Burgess Hill, Madrid, Moscow, Prague, Rome

Airbus 330 Airbus 340

Brussels, Madrid, Rome Brussels, London/Burgess Hill, Madrid

Airbus 380

Paris

AVRO RJ

Brussels

B737 Classic B737NG B747-400 B757 B767 B777

Brussels, Prague Amsterdam, Brussels, Prague London/Burgess Hill Brussels Brussels Rome BOMBARDIER

CRJ 100 CRJ 200 CRJ 700 CRJ 900 Dash 8-100 Dash 8-300

Madrid Madrid Madrid Madrid Madrid Madrid

ATR 42 ATR 72

Brussels Brussels DORNIER

Do328TP

Brussels EMBRAER

E170 E190

Amsterdam Amsterdam FOKKER

F50 F70 F100

Amsterdam Amsterdam Amsterdam LOCKHEED MARTIN

BAE BOEING

ATR

C130/L100 MD87/88

Brussels MCDONNELL DOUGLAS Madrid

Rick Adams, Editor; Maria Pagano, Sebastien Larue, Ulrich Kanngiesser, Contributors; April Broomer, Graphic Design Reader feedback welcome: flightnews@cae.com

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CAE, St-Laurent, Quebec, Canada H4T 1G6 • cae.com • Civil Simulation and Training News is a publication of CAE. © 2011 CAE All rights reserved. NC1025

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11-10-07 1:56 PM

COMPANY PROFILE

ETOPS Aviation Services – A Long Range Solution?

Chris Long takes a look at support service supplier, ETOPS.

Above ETOPS has 45 people based in Toulouse and close to 100 experts at customer sites around the world.

Image credit: ETOPS.

Operations Support and Aviation Training Services.

Centralised Competency Center (CCC) A key component of the service delivery is Centralised Competency Center established in France, which allows an international deployment of a consistent level of quality and standards to support the constantly expanding network of local operations as ETOPS grows.

Airline Operations Support This runs the whole range of operational support for an airline, covering operational audits, provision of all documentation, personnel qualification and training and/or leasing, QS and SMSs, flight data monitoring and flight crew provisioning.

An example of this latter solution is

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ETOPS, established in 2008 and headquartered in Toulouse, France, was set up to provide just such services. It acts as facilitator to either directly provide the skills required from its own resources, or to identify and acquire specific expertise to answer a particular requirement. In this role it is often working in the background should the customer prefer that.

As a new company with a new concept it is in the fortunate position to be able, right from the start, to adopt a clever blend of new technologies and well-sourced expertise to deliver the services where and when they are needed.

The use of good communications (video conferencing etc), data exchange and on-site support means that customers can rapidly access the information needed and resolve problems as quickly as possible. With about 45 people based in Toulouse and close to 100 experts dispatched in different areas and at customer sites around the world, this company is gradually extending its reach to include the Gulf region and Asia. The services on offer are focussed on Airline

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any of those running an airline will quickly acknowledge that the apparently simple task of getting aircraft from point A to point B has a myriad of hidden challenges. Behind the successful delivery of that goal there is a huge number of tasks which must be completed. These range from understanding and meeting the regulatory requirements for aircraft certification, AOCs, Quality and Safety Management Systems, to completing training to the necessary competencies across a wide range of skills. Certainly some aircraft OEMs and training equipment manufacturers offer support in specific areas as part of the purchase package, but to the busy Director of Flight Operations these can be disjointed and difficult to manage as they can come from many different sources. One solution to those concerns is to have a single supplier to provide a menu of the entire range of ancillary services, which can be tailored to the specific needs of airline operations or aviation training services.

COMPANY PROFILE

Wizz Air

Individual Pilot

Airline Need = Pilots to fly A/C

Need = Job Career development program Sourcing

Screening

Type Rating

Line Training

Job

Pilot Provisioning by ETOPS in the support for Wizz Air of Hungary (see diagram above).

Of particular note is the support available to operators of FTDs and FFSs, and it is here that the benefit of working closely with Mechtronix Systems becomes most obvious. As Barry Gaines, Customer Support Director, explains, by having a powerful Development and Testing device, if any of the customers have a problem with their FSTDs the software can be downloaded in Toulouse and be immediately subjected to a thorough analysis. Most faults can therefore be quickly traced, corrected and the modified software reloaded. If

the fault is limited to that one device the process stops there, but if the lesson can be passed on to the operators of identical devices elsewhere, then the new software can rapidly be transferred to them as well. In the unlikely event of it requiring deeper modification, the direct link to the OEM can address the problem. Frequent conference calls between the interested parties mean that the 24/7 cover can answer the customer queries rapidly.

An initiative which is already underway is to break away from the old-style means of delivering distant support which some other companies have tra-

ditionally used. This entailed installing a western expert on site to address any local issues.

ETOPS is now delivering a turnkey support service for an undisclosed Middle Eastern customer, and is currently implementing a solution whereby the transfer of competency is privileged by a blend of local experienced simulator engineers and a scheme employing freshly graduated students from a leading engineering university in the region (Caledonian College of Engineering, based in Muscat, Oman).

Selected graduates undertake a year of paid internship during which they gain

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the expertise and the required knowledge to become the future generation of simulator technicians. Making those skills available to home grown talent not only boosts local job opportunities, but additionally this reduces the cost of customer support - a win-win solution. This also reflects a positive effort to engage a new generation - a challenge which is only now being actively addressed elsewhere in the industry, especially with the shift in required skills for the next generation of simulator technologies. That philosophy extends into ETOPS itself, as talented new team members are recruited and embark on internal long-term career training.

nance Training Director, points out that in addition to its EASA TRTO qualification, ETOPS holds an EASA part 147 approval also delivered by the French DGAC which allows the delivery of instructor-led training at its Toulouse base or at customer sites for A/B1/B2 and C engineer licences, and covers the ATR, A320, B737 NG and Classic aircraft types.

Training on additional aircraft types will be available in the future.

Future Developments

Ck•G5-51

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Jean-Michel BigarrĂŠ, the founder and CEO of ETOPS and himself an active A320 line captain, is clear about the Above plans for future development; ensuring 24/7 cover can answer the customer queries that ETOPS continues to strive to furnish Aviation Training Services rapidly. the best support for the airline industry When it was founded ETOPS estabImage credit: ETOPS. by providing effective ops services and lished itself as a TRTO, initially training solutions. Already the range of involved with training on ATR aircraft. capabilities has expanded to help with This expertise has now expanded to by the local aviation authorities (DCA), aircraft acceptance and delivery flights, embrace all qualifications for flight deck and operate to the standardised ETOPS and the geographical reach of the comcrew, from type training to instructor procedures. They are now able to suppany will also continue to grow. Addicourses, on A320, B737 (both Classic port the airline customer using his own tional opportunities for training solutions and NG) and training on other aircraft, training assets. are presently being developed. All of this such as the A330. The same applies Another approach is to assist an illustrates the desire not only to grow to cabin crew. Pascal Foncelle, ETOPS organisation to set up as a TRTO, and the present activities, but to add to the Head of Training, points out that the this has been the case with Air Campus, range of competencies available through training is to EASA standards which based in Lyon, France. This is a trainthis team. can also be adapted to local regulatory ing centre for which ETOPS has proThe relatively discreet presence of requirements around the world. ETOPS vided support for all required regulatory this supplier is in marked contrast to does not own any pilot training devices, requirements to allow Air Campus to the usual fanfare which accompanies but its instructors can operate and train deliver approved airline training (A320 successful businesses, but the rate of for customers at approved ATOs. One and B737NG type ratings using their growth is impressive, and it has become example is ETOPS Malaysia, which has own Level D full flight simulators) by the obvious that many customers prefer this been established in Kuala Lumpur. The French DGAC, under JAA/EASA. low-key approach when looking for suptraining facilities and a team of local CYAN MAGENTA YELLOW BLACK BMAS1337 - CAT magazine_X3.ai_26/07/11_1am Mimoun Meddah, Part 147 Mainteport services. cat staff have gained a TRTO accreditation

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The FAA’s NextGen program will reduce congestion both in the sky and at airports, and will transform the country’s air navigation system towards satellite-based technologies and provide additional non-voice capabilities to air navigation and ATC. Chuck Weirauch takes a look at the progress and the training impact.

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ith the initial implementation of Performance Based Navigation (PBN) and its GPS-satellite based components, Required Navigation Performance (RNP) and Area Navigation (RNAV) approach and landing procedures, it is clear that the evolution of the next generation of air navigation management (ATM) systems has already begun. These procedures are vital elements of the FAA's NextGen program, as is Automatic Dependent Surveillance-Broadcast (ADS-B) technology. The FAA is planning to have a nationwide system of ADS-B ground stations in place by 2013, and a number of countries already have them in operation. The FAA, ICAO, the Single European Sky ATM Research (SESAR) organization and numerous other groups involved with air navigation are in the process of defining the scope and content of training for both air traffic controllers and air crew that will be needed to operate safely and more efficiently in the new air transportation environment.

Starting with this issue, CAT will cover the challenge of implementing an

entirely new way of managing air traffic and deploying the training that it will require. This first installment will cover the impact on air traffic controllers and how their training will need to change.

System Requirements The first phases of the transition from ground radar tracking and voice communications-based air navigation systems to those that depend on the relay of satellite aircraft-positioning digital data reportedly do not call for extensive changes for air traffic controllers. However, in the near future the nature of the new systems and the role air traffic controllers will play and the training required for them will change considerably. That is why ICAO, the FAA and other aviation organizations and agencies are developing procedures and training for the next phases now.

At the Global Air Navigation Industry Symposium (GANIS) held in Montreal this September, ICAO presented a proposal for the modernization of air traffic management systems worldwide that is based on an aviation system block

upgrades concept to synchronize deployment of future ATM systems. According to Nancy Graham, director of the ICAO Air Navigation Bureau, the proposed approach is designed to enhance air safety and provide a harmonized manner of coordinating future ATM systems around the world. Complementing this proposal is the work of the many organizations involved with the Next Generation of Aviation Professionals Task Force (NGAP), which is working to establish standards for competency-based training for all aviation disciplines, including that for air traffic controllers. The first draft of this effort will be completed by this December.

"We have recognized that the future training network needs to be different than it is today, so we started that process of couple of years back," Graham said. "What operations air traffic controllers will be training to, depends on what the technology is to make the future ATM systems happen and what is the regulatory approval plan that will enable them. Our new approach effort will be finished by the spring of 2012 and

Image credit: FAA.

ATC TRAINING

Training for New Air Navigation Management Systems

ing will have to be developed to enable controllers to properly make use of the decision-support tools, while the shift towards the more manager than controller role will call for more management-related training than in today's ATC curriculum.

Out and In. Controllers will have to maintain competencies for managing such a mix of aircraft, and the training challenge will be to maintain traditional skills sets while gaining new ones to manage data in an era of automation.

Simulation's Major Role NextGen Training According to Bob Ethier, FAA Acting Director of Technical Training and Development, the agency is currently working to determine just what air traffic controller tasks will be needed as the country's NextGen system is being implemented. The agency required four to six hours of additional ATC training for those controllers in regions where ADS-B ground stations have been installed, and will continue to develop and expand training as NextGen ATC tasks and equipment are more defined.

In addition to the nationwide ADS-B ground station implementation by 2013, all aircraft operating in Class A, B and C airspace and above 10,000 feet will have to carry and use ADS-B Out equipment by 2020.

At the 2011 World Aviation Training Conference and Tradeshow (WATS) organized by Halldale Media and CAT Magazine, Robert Tarter, the FAA's Vice President for the Office of Technical Training said that one of the biggest training challenges during the transition time from the current ATC system to NextGen, will be handling air traffic comprised of legacy aircraft without ADS-B Out, in the same airspace as new aircraft with both ADS-B

It is also clear that simulation will play a larger role in ATC training. According to Ethier, the FAA's goal is to increase the quality of the simulation as much as possible and be able to shorten training times via the technology. Better instruction, better curricula and better simulation will lead to more effective training and safer operations, he pointed out. At WATS, Tarter said that ATC simulators have reduced controller training time from an average of three years to an average of around 18 months The FAA is also experimenting with iPad-based courseware to provide a portable means of study as a part-task trainer for its technical training students at the FAA Academy, Ethier said. He added that work is underway to expand this training technology to the air traffic curricula.

"Simulation over time will only get better and better," Ethier said. "We are looking to expand simulator capacity to facilities that currently don't have adequate simulators. The goal is to make the simulator so real that you could do onthe-job training with it. We are not there yet, but it's a goal for the future. Simulation can play a huge role moving forward in training for NextGen.� cat

AchIEvIng ExcEllEncE at eveRy tRaInIng LeveL

PPL | CPL | IR | MCC | Jet tRansItIon | FMs | ConveRsIon to tRansPoRt PILot

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Image credit: FAA.

codified by a new air navigation plan at the 12th Air Navigation Conference in November 2012. During that time, we will be assessing what additional training capabilities are necessary."

"Referring to Block I, which is in the process we are in right now with ADS-B and other data links, in terms of training there is probably not a lot more required because in the early block we are just duplicating existing services with new links and equipment," said Chris Dalton, Chief of the ICAO Air Traffic Management System.

"And so the focus has been making it transparent to the controller, who doesn't care if it is ADS-B or radar. So we are trying to make the data links more like voice and make all the data links seem the same. However, it is the next stage of blocks where we will be providing new services that are completely different from the way we are providing air traffic services today."

Some things are already clear about the new ATM systems that will drive the technology and the training needed for them. One is that the new systems will be more complex and capable of handling a higher amount of air traffic than today, calling for the need for more automation. Consequently, more focus will need to be placed on computerized decision-support tools to aid air traffic controllers. Another is that as the systems become more automated, the role of the air traffic controller will become more of an air traffic manager than with the current systems. Train-

INTERVIEW

Next Generation ATM System Training Needs From An ATC Perspective Scott Shallies, Executive Vice President Professional for the International Federation of Air Traffic Controllers Associations (IFATCA), spoke with Chuck Weirauch.

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cott Shallies is the Executive Vice President Professional for the International Federation of Air Traffic Controllers Associations (IFATCA). Recently he shared with CAT his organization's views on training needs for the next generation of air traffic management systems, the impact of the predicted air traffic controller shortage on their implementation and how IFATCA is working with ICAO and other aviation standards and training entities to develop a global air traffic controller training manual.

CAT: Are there any additional ATC training requirements to handle some of the newer GPS-based RNAV approach and landing procedures? If so, could you please cite them?

Scott Shallies: Yes. Air Traffic Control Officer (ATCO) training is needed on a number of fronts; obviously for the approaches themselves, transitions and overshoots and the like, but also for integration of the newer approaches

with legacy approaches. It cannot be expected that all aircraft using an airport served by an RNAV approach will be suitably equipped and crews appropriately certified on day one, thus integrating the 'new' and the old, without penalizing either. This can actually add a complexity until the majority of aircraft can use the new approaches.

CAT: Some ADS-B ground stations are now in place in some countries. Has there been any additional training required for ATCs at local airports? SS: Yes, but not only at local airports, but also in the Centers or surrounding ATS units that sequence aircraft into those airports. Additionally, where there is ADS-B available at an aerodrome, in some cases there may also be an integrated ASMCGS system at the airport. Obviously, ATCOs also need to be trained in the ATC interaction with ADS-B aircraft equipment and the ranges of technical issues that may arise.

Above The NextGen Integration and Evaluation Capability lab helps validate the effectiveness of NextGen advances.

Image credit: FAA.

CAT: It has been said that been said that the new digital satellite-based air traffic navigation systems such as NextGen and SESAR will completely change the role of the air traffic controller to more of a manager than a controller. The question is how do we train these professionals for this transition, since controller/ managers will be relying much more on transmitted digital data instead of voice communication?

SS: There is no doubt that the job of the controller will change significantly in the future, with the introduction of the next generation of ATC systems. But there will still be a "control" element, with the human in the loop of the decision making process, as controllers are never dealing with a totally stable and predictable

CAT: What do you see as the greatest training challenges for the next-generation satellite-based air traffic management systems such as NextGen and SESAR? SS: One of the greatest challenges will obviously be the transition phase to the next generation of ATM systems. And a critical element of this will be adequate staffing numbers. The training requirements for transition to, and implementation of, new systems will be significant.

As we've already discussed, the training considerations need to be an integral part of the projects from the very beginning.

Whilst next-generation systems may result in an eventual reduction in staffing requirements, the transition of any complex, safety critical system must be accomplished without any degradation of the service being provided, and this may well mean that in the short term, an actual increase in staffing numbers may be required. This makes the planning of the transition all the more critical.

Unfortunately, we have been for some time, in a period of a global shortage of controllers. The degree of the problem varies between States and providers, but some of the areas that are most staff-critical are those that will be amongst the first to be looking to implement new systems. Many providers have only been able to sustain 'normal operations' through the use of significant amounts of overtime being worked! This is untenable in the long term, and will have obvious impacts of the ability to introduce the next generation of systems.

CAT: What role can simulation play in this training?

SS: Vital! High-fidelity simulation will be become increasingly important in introducing and sustaining the next generation of ATM systems. Old generation ATC systems can get away with old and fairly basic simulation facilities, but the next-generation systems will require comprehensive simulation facilities, in order to train controllers to transition to new systems, and also to provide them with the required level of on-going contingency or degraded mode training and proficiency. Again, the parallel with modern aircraft is valid here; the highfidelity simulator usually precedes the actual aircraft by a considerable period of time. cat

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SS: This is not the future, it is already happening! In a number of areas we are already seeing such a mix of traffic. In certain areas of Australia, as one example, it is quite routine to have a mix of RPT traffic as a mix of radar, ADS-B, ADSC and flight plan tracks all in the one sector. Training, both initially on these positions, and continuation training, must capture the unique needs of these mixed traffic flows. It must be acknowledged from the outset that there can never be a 'step change' to a future system, whether it be airborne or ground equipment. Planning for, and dealing with, the transition period is just as important as achieving an end state. In some cases, it is the more complex state to deal with.

CAT: One of the safety issues for pilots is too much reliance on automation and not enough on manual flying skills. Since the next generation of air traffic management systems calls for more reliance on automation for both the pilot and the air traffic controller, and indeed a number of new approach and landing procedures could not be performed without automation, how do we properly prepare air traffic controllers to deal with this environment? SS: As we've already touched on, each new development in airborne or groundbased automation brings with it new training challenges, both in the introduction and regular use of that system, but also in dealing with new 'failure' or degraded modes. As with pilots, the only viable way to train for these contingency scenarios is to practice these non-standard procedures on a regular on-going basis, so that on the rare occasions those skills are needed, the individual is not found wanting. The individuals must have proficiency, not just exposure, to these non-standard situations. This means of course that this 'contingency' training has to be planned for, developed and integrated as part of any new system design. And practiced! And herein lies a significant problem. This means that staffing levels and training facilities must be provided that allow for practice and proficiency at non-standard procedures. Whereas some may see automation as a way of reducing the reliance on the human element, and indeed, there may well be savings in overall numbers, there must always be adequate provision for initial and on-going training requirements.

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environment. It is true that the focus of the ATCO function is likely to change from the 'control' of individual aircraft to managing traffic flows and trajectories.

The communication medium, whether it be voice or increasingly data link/transfer, will have to be an integrated part of the system. It will be a significant challenge for the industry, and training in all aspects of the new systems will obviously play a vital part. Training will have to encompass not only the new system, but importantly, the transition to the new system. And of course, continuation, or refresher training, afterwards. And in accord with the aviation mandate of 'fail safe' contingency, or degraded mode training, this will have to be an integral element of the training as well. There must also be the ability to recover from any system anomaly or failure. The training element of new systems must be considered as an essential part of the whole system development and life cycle, not just at the end, as in "okay, how do we implement this new system now."

CAT: I would think that with the new ATM systems there would be more of a need for ATC decision-support tools and the training needed to properly employ them. Is there any development in this area? I also think that this is just one area where training for new ATC skill sets will have to be developed. Would you please elaborate on this point?

SS: Indeed. For example, already we are seeing things like the new CDM, or Collaborative Decision Making, systems being integrated with ATC operations.

The concept of 'flow' control is moving from just inbound sequencing to 'end to end' or 'gate to gate' traffic flows to reduce airborne delays. Various iterations of automated conflict detection software are employed in some areas. A critical element of introducing such support systems is truly integrating them with the existing ATC operations. Obviously, training and developing new skill sets cannot be looked at in isolation, but must be encompassed as part of the integrated operation.

CAT: One of the problems during the transition to next generation air traffic management systems is that there will be older aircraft without ADS-B Out equipment flying in the same airspace as more modern aircraft modern-equipped with it until regulated deadlines. How do we train ATCs to deal with this situation?

SHOW REPORT

APATS 2011 –

Asian Training Gathers Pace The Asia Pacific Airline Training Symposium (APATS), this year held in Bangkok, provided an arena in which the growing scale of training based in Asia was very evident. Chris Long reports.

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ith over half of the speakers either originating from or based in the region, it is apparent that the rapid development of local training is bringing the confidence to show the rest of the world how it is responding to the much heralded major training task.

The scene was set for the conference by Air Chief Marshal Paiboon Chanhom of the Civil Aviation Training Center of Thailand, who re-iterated the predicted huge increase in aircraft numbers over the next 20 years, and the associated need for crews to operate them. The training for these new entrants must be quality-driven in order to provide safe and efficient commercial operation. Several speakers urged that new training systems take into account the mindset of the new generation which is entering training - we need to select ways of imparting the essential knowledge and behavGold Sponsor:

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iours that match the expectations and approach of young pilots. However we should never lose sight of the essential skills now needed in the cockpit - those must not be diluted.

As ever there is still a major challenge in getting pilots to a robust Level 4 in the Aviation Language Proficiency scale mandated by ICAO. What is becoming apparent is that there is still a lot of work to be done to achieve a consistent benchmark for those raters who administer the test. Standardising of the actual test in terms of content and duration (for instance the tests can last anywhere between 20 minutes and 2 hours depending on the examining organisation) to define the level of language competency is proving to be a major challenge. A new tool to help that process is now available through the ICAO website (Rated Speech Sample Training Aid) which offers free downloads of specimen examinations and With The Support Of:

Above This year's event attracted over 260 attendees from 31 countries.

Image credit: David Malley/Halldale Media.

their scores. Additionally there is also a new ICAO initiative whereby training organisations can choose to submit their examining process to ICAO so that it can be accepted as a valid test.

It is well recognised that it is essential to complete a selection process for suitable candidates for ab initio training (this is mandatory for those undertaking MPL training), and there is now a considerable amount of feedback on the effectiveness of those processes. Where once English language competency was seen as an add-on it is now generally recognised that this is critical, and that the level required before the aviation-specific training starts seems to be increasingly demanding.

Conference by:

MPL Given that the Asia Pacific region has seen MPL emerging as the ab initio training pattern of choice by the major airlines, it was interesting to see two different approaches to that training template. As these new pilots take up their duties with their airlines there will be an increasing amount of data to measure the effectiveness of the MPL philosophy. What is already becoming apparent is that there is a uniform approval by the airlines of the quality of young pilots being produced by this system. The only variable is the level of enthusiasm of the airlines - which moves from very satisfied to ecstatic as airline training captains express their incredulity at the level of competency and confidence of this new generation of pilots. If the accumulating data continues to bear out the success of the MPL pattern, then perhaps other parts of the world who have been uneasy about the potential level of capability of low-time pilots will finally be reassured.

Another philosophy which has moved from the theoretical to routine implementation is the most recent iteration of Evidence Based Training, which is now being directly integrated into both type rating training packages and, importantly, into recurrent training. This, of course, is an ongoing development, with near-immediate adoption of lessons learnt during line operations.

Regulators

in regulation and the ICAO forecasts for growth in traffic, but in a new initiative for APATS, there were two parallel breakout sessions exclusively for regulators. These workshops were chaired

by ICAO and IATA, and their success means that the aim is for them to become a regular component of future APATS. If the success of a conference is measured by the involvement of the delegates in terms of the questions and debate after the presentations, then this symposium hit the spot. Many expert opinions were enthusiastically expressed from the floor, and the discussion migrated to the exhibition hall where exhibitors

were able to show their solutions to the challenges and issues raised. New faces were delighted to extend their range of contacts, and established players were able to take the opportunity of reinforcing the ties with customers old and new.

The dynamism that is aviation in Asia was very evident at APATS 2011, and the present and future shortage of pilots is generating a lot of energy as new and efficient solutions are being sought.

Global and regional expertise combined in Bangkok to identify and share best practice which should serve to answer the apparently insatiable appetite for training in the region. In what would be a reversal of the “traditional� flow direction of new ideas, those which are being created here may serve as a model to be adopted further afield in the global arena.

All the presentations are available for viewing at www.halldale.com/apats cat

ISSUE 5.2011

There were sessions presented by the regulators on both new developments

Above Thai Flight Training's first 4 MPL students attended APATS and are expected to graduate in November this year.

Image credit: David Malley/Halldale Media.

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COMPANY PROFILE

Left The new facility currently houses two Level D full flight simulators – an Airbus A320 (left) and a Boeing 737 NG (right).

Image credit: O. Chassignole/Aéroports de Lyon.

the regional council of the Rhône-Alpes have been very supportive. The critical element of finance has seen three distinct partners join the team; the CFA Rhône-Alpes Auvergne (Group Financiere Duval), the Caisse d'Epargne Rhone-Alpes and the Caisse des Depots.

These have, respectively, financed the purchase of the land for the site, the simulators, and finally, the buildings.

Cost

Air Campus Inauguration Chris Long visits the new Air Campus facility in Lyon, France.

D

uring a time of challenging economic conditions it is refreshing to see initiatives which have the courage to take the long term view and make significant investment in aviation training. Often such a project is driven by one individual who has the vision and determination to make things happen, and recently Captain Laurent Japhet, Chairman of Air Campus, has seen the first part of his dream take shape.

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This new Air Campus facility at the strikingly modern and attractive Saint Exupery airport near Lyon, France, was recently inaugurated. It presently houses two Level D full flight simulators manufactured by the Dutch company Sim-Industries. One is an Airbus A320 and the other a Boeing 737 NG, both approved by the JAA and the FAA, and they have been operational since May 2011. Some 14 airlines from as far away as Indonesia and as (relatively) close by as Lufthansa, have obviously been convinced by the quality of the training package.

However that is just the start. As envisioned by Japhet, a current airline pilot with some 18,000 hours, the aim is to build on the strengths of a good geographical location with extensive air, rail and road links and create a range of aviation training competencies. Air Campus will have four strands to it, all integrated into the same site (hence the name).

There will be the Air Campus Simuflight Center for pilot training (with up to eight simulator bays eventually available), an Air Campus Medical Air Center for training and medical examinations, an Air Campus Academy to train cabin crew and technicians, and an Air Campus Inn to offer on-site accommodation and restaurant.

Partners The key to this successful launch is the grouping of partners to finance and provide the infrastructure for the project. Not only has the airport management, Aeroports de Lyon, bought into the project with the aim of expanding the peripheral activities of the airport, but both the city council of Lyon and

As ever, a major hurdle for new pilots is the cost of the advanced training for the Type Rating. Jean Bernard Mateu, the president of the regional office of the Caisse d'Epargne, is pleased to point out that there is another key element in their involvement. This bank has the exclusive agreement with Air Campus to finance French trainee pilots for up to 100,000 Euros, and has, in fact, launched this programme with some of the early trainees. The finance plan is realistically based on a long enough term that the individual will be able to repay the loan at a realistic rate.

The projections of pilot shortage, and therefore the excellent employment prospects, obviously play a role in that decision.

The lesson to be learnt from this project is, perhaps, that the key to establishing such an ambitious plan is to engage selected partners early on, who can then share the vision and bring their specific strengths to the party. That broader base brings greater credibility and effectiveness to resolve the challenges of the short term by seeing beyond that to a longer term prosperity and growth. Not only does such a facility have to be set up with effective equipment, but financing both for the company and, critically, for those individuals who are privately financed, has to be properly addressed.

With this inauguration of the first part of the overall plan, it seems that Air Campus is well on its way to achieving the goal of creating a centre of training excellence in Lyon. cat

Dim Jones reports from MAKS-2011.

M

AKS (International Aviation and Space Salon) 2011, the tenth of its kind, took place at Zhukovsky, 35km southeast of Moscow, between 16 and 21 August. The venue is appropriate, since the airfield and adjacent city are named for Nikolai Zhukovsky, the father of Russian aviation, and its alternative name - Ramenskoye - has been synonymous with flight test activity since 1941, when the Gromov Flight Research Institute was established there. Indeed, the hosting of an international air show at a base which was formerly shrouded in secrecy is an indicator of how things have changed. Early visitors to the show basked under cloudless skies in temperatures well above 30°C - although mercifully with a cooling breeze; later in the week, heavy rain and low cloud were the order of the day.

Nearly 800 companies from more than 30 countries took part in MAKS2011 and, although the vast majority of them were from Russia and close neighbours, there was significant participation and interest from further afield, an indicator both of for-

eign industry wishing to do business in Russia, and of Russian companies eyeing opportunities abroad. Several mutually beneficial partnerships have already been established, and doubtless more will have developed as a result of this air show. One such is the collaboration between Sukhoi and western partners on the new Superjet 100, a rival for Embraer and Bombardier aircraft in the 75-95-seat category.

Boeing were involved in the project as consultants from the early days, and the powerplants are produced by PowerJet, an alliance of Snecma and NPO Saturn. International marketing is through a joint venture between Sukhoi and Alenia Aeronautica, and many western companies have supplied components.

The flying display was almost exclusively military, although the Airbus A380 did take to the air, and was also open to visitors on the ground. This was not a ‘training’ show, and there was little pure training content in it. There were, however, some Russian-manufactured simulators replicating western civil aircraft, and several potential

ISSUE 5.2011

MAKS 2011

partnerships in discussion, for example between EDM of UK and Transas. Many western companies, such as Thales, are supplying simulators to Russian customers, although there are regulatory and bureaucratic hurdles to be negotiated; traffic in the opposite direction is hampered by compliance issues; however, the Russian authorities are in the process of adopting ICAO 9625 in order to overcome this.

Recent accidents in Russia have highlighted major shortcomings in the training of aircrew and engineers, and in the maintenance of ageing aircraft. Civil aviation safety concerns, particularly as regards the smaller airlines, has reached a point which the Russian President, Dmitry Medvedev, has judged to be unacceptable. He has called for urgent action, but cost, availability and capacity issues preclude an instant solution. One company offering pilot training is the Ben Air Flight Academy (BAFA); however, as BAFA’s Marc Kegelaers explained, despite recent progress, there remain administrative difficulties in providing the training in Russia, and cost barriers to providing it in Belgium.

Some aspects of doing business in this part of the world appear not to have changed; for example, press accreditation and registration was its customary good-natured mayhem, and a recurrent theme was the difficulty of making commercial progress in the face of bureaucratic roadblocks.

On Day 2, MAKS received a visit from the Russian Prime Minister; however, although Mr Putin’s endorsement of the show was to be welcomed, the effective loss of half a day’s business, while the exhibition was put into lockdown and flooded by security, was less praiseworthy, and reminiscent of a bygone era. It contrasted sharply with the overall impression of friendly people, a forward- and outward-looking Russian aircraft industry, and an interesting and enjoyable show. cat

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SHOW REPORT

Left Sukhoi Civil Aircraft Company and Indonesian regional carrier PT Sky Aviation signed a contract for the purchase of 12 Sukhoi Superjet 100/95B aircraft, with deliveries scheduled to begin in 2012.

Image credit: MAKS 2011/www.airshow.ru

World News & Analysis ISSUE 5.2011 CAT MAGAZINE

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

New Approach for Future Aviation Training - Boeing has called upon the aviation industry for a revised approach to training that includes the use of online and mobile devices to meet the demand for aviation personnel over the next 20 years. Speaking at the Asia Pacific Airline Training Symposium (APATS) in Bangkok, Roei Ganzarski, chief customer officer, Boeing Flight Services, said the industry must focus on adapting newer methods of instruction that have proven successful in other fields.

Boeing forecasts the need for tens of thousands of flight instructors over the next 20 years to meet demands for new capable and well-qualified airline pilots worldwide.

“We must advance the training profession in order to attract and retain the passionate and competent talent needed to train the vast numbers of aviation personnel required,” said Ganzarski.

“We need to train them in a way that is adaptable to a generation steeped in mobile and on-line technology.”

Boeing’s research into pilot training around the world highlights the critical role an instructor plays in the learning and performance of pilots. “It should no longer be about an instructor’s number of flying hours. The next wave of professional instructors should place greater emphasis on student aptitude to ensure students reach their fullest potential,” Ganzarski said.

MPL Training UAE Cadet Pilots Start MPL - The Australian Airline Pilot Academy

Above Boeing’s Roei Ganzarski speaking at APATS in Bangkok, Thailand.

Image Credit: David Malley/Halldale Media.

(AAPA), a subsidiary of Regional Express, jointly with Alpha Aviation Group UAE (AAG UAE), a joint-venture company of Alpha Aviation Group and Air Arabia, have started the training of the first United Arab Emirates cadet pilots intake on the flying component of the new ICAO Multi-Crew Pilot Licence (MPL). The cadet pilots are being trained for Air Arabia.

Ethiopian Airlines MPL Agreement - Ethiopian Airlines has signed a training and consultancy services agreement with FlightPath International Company, based in Canada. The agreement is aimed at developing and implementing the Multi-Crew Pilot License Training program at Ethiopian Airlines. 24 Ethiopian pilots will be trained as first

officers for B737NGs and another 24 for Bombardier Q-400 aircraft using the MPL program. The training program was launched in October 2011 with the first batch of trainees at the Ethiopian Aviation Academy.

Inaugural easyJet MPL Training Oxford Aviation Academy (OAA) has announced the commencement of MPL training for the Airbus A320 fleet of aircraft for airline partner easyJet. The inaugural course of eight cadets has enrolled upon their first phase of training at OAA’s Oxford Training Centre.

Working in partnership under the approval of the UK CAA, OAA and easyJet have developed an MPL programme through which a total of 30 easyJet mentored cadet pilots will enrol over the next 12 months. Following graduation in 2013, these pilots will contribute towards the airline’s significant pilot recruitment needs to operate from bases throughout Europe.

A further three courses are sched-

uled to enrol over the next nine months. The 78 week MPL course will be delivered solely in the UK with the various training phases allocated between the OAA and easyJet training teams based at Oxford, Gatwick and Luton airports.

Dragonair Begins MPL with OAA - Oxford Aviation Academy has also started MPL training for Hong Kong-based international airline partner Dragonair. Working in partnership under the approval of the HKCAD, OAA and Dragonair developed an MPL programme that is the first of its kind to be launched in Hong Kong.

The program will allow Dragonair to evaluate the new MPL as a potential high-volume training route for its future cadet pilots.

Following a joint OAA and Dragonair selection process in Hong Kong, the first course of 12 cadets were selected and are set to commence their ATPL Ground Training at the OAA Hong Kong training centre in October, with a planned completion date and MPL issued by the HKCAD about 70 weeks later.

Phases 1 and 2 of MPL training are scheduled to be completed at the OAA training centre in Melbourne after which the cadets will return to Hong Kong to complete Phase 3 with OAA. Phase 4 and aircraft base training will be completed in-house by the Dragonair training team.

Singapore’s First MPL Programme Completed - ST Aerospace’s commercial pilot training arm, ST Aerospace Academy (STAA) has successfully completed Singapore’s first MPL programme for Tiger Airways.

The programme’s six cadet pilots are now under the employment of Tiger Airways and received their MPL from the Civil Aviation Authority of Singapore (CAAS) in early October 2011. They are expected to fly the Airbus A320 as First Officers.

Started in December 2009, the four phase programme comprised six months of ground school and 13 months of flying training. Phase one was conducted at STAA’s flying school at Ballarat in Victoria, Australia, while phases two to four and ground school were conducted at STAA’s headquarters in Singapore which is also its MPL base.

courseware and Qantas Link has also chosen Avsoft for its computer-based training and web-based training needs.

Qantas Link will use the Dash 8 Q400 and Dash 8 Q200/300 courseware.

Virtual Ground School - CAE is further expanding customer training options and flexibility with a new program that enables business aircraft pilots to study required recurrent training courseware anywhere they have an internet connection. The CAE Simfinity™ Virtual Ground School features regulator-approved web-based study of the same systems and procedures course material they would cover in an instructorled classroom.

The first CAE Virtual Ground School program, a recurrent training module for the Gulfstream 550 aircraft, is now available for training, and it is the first web-based regulated recurrent training program for business aircraft pilots to receive approval from the US Federal Aviation Administration (FAA). Courses are in development for other training programs for Bombardier, Cessna, Dassault, Embraer, Gulfstream and Hawker Beechcraft aircraft types.

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CPaT Contracts - A number of new contracts have been won by CPaT with companies from around the world. The company’s entire library of Flight Training programs, Learning Management System and specialty courses including CRM, HAZMAT, volcanic ash, jet upset, ETOPS, MNPS and low visibility have been provided to SimCorp, Gulf Aviation Academy in Bahrain and AeroFan in Madrid, Spain.

Allegiant Air, based in Nevada, USA, has introduced CPaT’s B757 flight training computer-based courseware into its pilot training curriculum, and B737 Classic, B737-700 and B767 training programs have been incorporated into pilot training courses at Jetstream Aviation Inc., based in Idaho, USA. Avsoft Courseware Selected - Darwin Airline SA of Switzerland has selected Avsoft’s Dash 8-400 courseware for use in its pilot training program. The courseware will be delivered through Avsoft’s Learning Management System, under the company’s Block Hour licensing model. Under a Block Hour license, an organization purchases a block of hours which are then used on an ‘as needed’ basis by the customer’s trainees.

Xtra Airways is to utilize Avsoft’s B737-400 CBT/WBT

World News & Analysis

Pilot Recruitment Biggest Pilot Recruitment Drive - British Airways has launched its biggest pilot recruitment drive in more than 10 years. The airline plans to take on more than 800 new pilots by 2016, using three combined recruitment programmes - a new programme to help people train to become airline pilots for the first time, called the ‘Future Pilot Programme’, recruitment of qualified

pilots from other airlines and a joint initiative with the UK Armed Forces to provide military pilots with a planned career into commercial aviation.

The airline is also using YouTube as a recruitment tool for the first time.

Anyone interested in becoming British Airways’ next generation of pilots can learn more about the programme and hear useful advice from current pilots from the clip on the company’s dedicated YouTube site.

Captain Robin Glover, head of pilot recruitment at British Airways, said: “The Future Pilot Programme is a fantastic opportunity for anyone, from any background to realise their ambition of becoming a pilot and flying for British Airways. By removing the barrier of initial training costs and making it more accessible to a wider range of people, we hope to be able to attract the very best talent out there.”

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Eastern Horizons

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Whilst the long-awaited updating of the airline fleets in the USA is getting underway, in recent years the major growth areas for aircraft orders have been the Gulf region and Asia. The continuing growth in China has become increasingly important and in response to the domination of the effective duopoly of narrowbody aircraft established by Airbus and Boeing, there is now an evident long-term commitment in China to build a self-sustaining and commercially viable aircraft manufacturing industry. When the Commercial Aircraft Corporation of China (COMAC) launched the C919 aircraft project, initially planned for a 156 - 168-seat capacity, a target in the middle of the “classic” single aisle sector, it became obvious that it could become a serious challenger to the major manufacturers in that market.

In what is now fairly standard practice on projects of this size, COMAC has brought together partners from around the world to supply key equipment, including GE-Safran, Rockwell Collins and Honeywell.

Given the large number of major partners in this project, it is significant that the Chairman of the board of COMAC, Mr. Zhang Qingwei made the journey to EDM, a Manchester, UK, manufacturing company, during the production of the full scale C919 mock up that had been contracted to EDM by COMAC. Opportunities for western equipment providers are also evident in Russia, for instance in the recent entry into service of the Sukhoi Superjet 100. EDM is the unique supplier of the Superjet EET. One is already installed at the SuperJet International Training Centre in Venice, Italy, with another one shortly to be installed at the SuperJet Training Center near Moscow, Russia.

Founded some 35 years ago, EDM has continually grown.

The core business was in the hardware for door trainers, which have become increasingly sophisticated, but this has expanded to cover full scale cabin trainers for service and safety training, together with emergency evacuation trainers mounted on motion platforms. Associated with that increased capability has been the establishment of a capable in-house software design team.

Bespoke training devices can be created from concept design through to the completed product with only minimal outsourcing required.

Typical of the products presently being manufactured are door trainers for a large range of both the Boeing and Airbus fleets, and the latest addition to these - the B787 and the A380.

Not only are the mandatory regulatory parameters met, but they are frequently exceeded. Terry Healy one of the software designers, is enthused about the new capabilities on offer. For instance,

where possible precise measurement of the parameters of these doors are made on the aircraft itself in terms of actual loads on handles, door opening forces and so on. This attention to detail carries over into the EETs, where even effects like aircraft noise are reproduced from acoustic recordings made during aircraft operation. Similarly recordings of both normal and abnormal engine noises will be used as appropriate.

With the aim of re-creating the whole sensory experience as fully as possible, the latest devices will also have computer generated images at each window. The visual database is generic, but can be adapted to show push back/taxi/take-off and landing at specific airfields if necessary. Visual effects such as engine fires/ explosion, wing icing and weather conditions can also be added.

A Bosch-Rexroth motion platform will be used to provide the motion input. In addition to the (artificial) smoke generation there will be an olfactory input so that the simulated fires will ramp up the level of reality.

Work is in progress on two EETs which will have all these capabilities; both destined for the Air China Training Centre in Beijing, the Boeing 737 EET in July 2012 and an A330 EET in August 2012. Drawing on its in-house subject matter experts such as Gill Robinson who has huge experience of cabin crew line operations and training, there will be six baseline training scenarios available. These cover not only the essential regulatory training tasks, but also recreate learning packages based on actual line events. These scenarios can, of course, be adapted as required by the instructors, who could potentially use iPads as the IOS to allow for more effective and immediate debriefing of the training exercises.

The key to EDM’s success, according to Mick Bonney, Associate Director Business Development, is the blending of traditional engineering values with enlightened 21st century team building skills. It is a place where individual initiative and loyalties are respected; in part this is reflected in the vigorous recruiting of apprentices and forward-thinking new arrivals into the 130+ EDM team.

A measure of the success and potential of this tightly-knit team is the record of the export figures. In 2007 46% of the production was exported, with none to China. In 2010 the equivalent figures had already climbed to 80% and 46%. Forecasts for the increase in 2011 are strong, and all the indicators are that the future numbers will continue to grow robustly. This is one company that has seized the opportunity to engage with those eastern horizons and has taken off in a big way. - Chris Long

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ISSUE 5.2011

Turkish Airlines Sim Qualification - Turkish Airlines has received full Level D qualification from the UK CAA for the Thales B737-800W FFS at the Turkish Airlines Training Center in Istanbul. The simulator is now available for pilot training and enters into service one week earlier than planned. Alongside this B737-800 are the A320 and A330/A340 Thales Reality Seven simulators, delivered to Turkish Airlines over the last few months.

SimCom Acquires FlightSafety Simulators - SimCom Training Centers have acquired 14 simulators and training programs from FlightSafety International, including a King Air B200, King Air C90B, Cessna Conquest I, Cessna Conquest II, Piper Cheyenne III, Piper Cheyenne I/II, Turboprop Twin Commander 1000, Turboprop Twin Commander 690A, Cessna 421C, Beech Baron 58, Piper Navajo, Cessna 210 and Saab 2000.

With the addition of this equipment, SimCom will operate 59 simulators in five training center locations in the United States.

Mechtronix Sim Sales - Copa Airlines has purchased a Boeing 737NG full flight simulator (FFS) and a maintenance flight simulation training device (M/FSTD). The FFS X™ will be qualified to Level D under EASA regulations. The M/FSTD is designed specifically for systems and procedure training. It comes with touch screens for easy navigation on all panels, controls, indicators and displays within the flight deck.

ST Aerospace Academy (STAA) has selected a fixed based Airbus A320 flight simulation training device (FFT X™) to support the deliver of its MPL training to customers. The Mechtronix FFT X is a type-specific fixed-base training device that replicates the A320 and is to be qualified FSTD Type 4 according to ICAO 9625 regulation by the Civil Aviation Authority of Singapore.

Mechtronix will be equipping a new training centre at Kitakyushu Airport, south of Japan, with an Airbus A320 full flight simulator (FFS X™) to support the training requirements of Starflyer. This new simulator is the first Mechtronix FFS to be installed in Japan, and will be ready for training by October 2012.

CAE Simulator Contracts - CAE has sold four Level D full flight simulators (FFS) worth a total of more than C$70 million to customers in Southeast Asia, the Middle East, Eastern Europe and Australia.

CAE has sold its first FFS to Thai Airways International. The CAE 7000 Series A380 FFS will be delivered in 2013 to Thai’s flight simulator facility at the airline’s headquarters in Bangkok.

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Flight Simulator News

Gulf Aviation Academy (GAA) has purchased an Airbus A330 FFS, which is GAA’s fourth CAE simulator. The new CAE 7000 Series A330 FFS will incorporate a CAE Tropos™-6000 visual system, and will be delivered in mid-2012 to GAA in the Kingdom of Bahrain.

CAE has been contracted by NITA (New Information Technologies in Aviation) on behalf of the Ministry of Transport of Russia to deliver a CAE 5000 Series Airbus A320 FFS with CAE Tropos-6000 visual system to the Federal Air Transport Agency, for cadet training at the Ulyanovsk Higher Civil Aviation School (UHCAS). The simulator will be delivered to Ulyanovsk in mid-2012.

An Embraer Phenom 100 will be delivered to CAE Global Academy Perth, a joint venture flight school with China Southern Airlines located in Australia. The Embraer Phenom 100 CAE 500 Series FFS will be the first Phenom simulator delivered to an ab initio flight school.

UK CAA Qualification - A full flight simulator (FFS) for an Airbus A320 designed, manufactured and installed by Mechtronix Systems Inc. at Sharjah, UAE for the training of Air Arabia pilots has successfully achieved UK CAA Level D qualification.

The FFS X™ A320 becomes the sixth A320 simulator to be deployed since Mechtronix entered the Airbus simulation segment in 2008.

Thales Latest Asian Installation - The Asian ATR Training Centre (AATC), which has been in operation since 1996, is to install a Thales Reality 7 JAA Level D standard and certified A320 full flight simulator.

The FFS will be equipped with the latest technology RSI Raster 200° FOV visual system to complement the two Thales

© 2010 Christie Digital Systems USA, Inc. All rights reserved.

Australian Pilot Trainees Flying to NZ - CTC Aviation Training (NZ) Limited is wooing Australian trainees across the Tasman through a nationwide, Australian recruitment drive.

The company provides pilot graduates to Jetstar Australia, Jetstar Asia, Jetstar Pacific and a large number of European airlines.

CTC Aviation Training CEO, Ian Calvert, said that in addition to continuing to recruit New Zealanders, the company is now actively recruiting pilots in Australia for the first time, due to increased airline demand.

“We currently train around 180 airline pilots in New Zealand each year. However, we estimate one year from now that number will rise to between 250 and 300.”

10/21/10 1:19:32 PM

World News & Analysis

ATR FFSs (which are also JAA Level D approved) within their training centre in Bangkok, with A320 operations commencing mid December 2011.

Frasca CRJ FTD in FOCUS Lab Middle Tennessee State University (MTSU), Murfreesboro, has begun using their newly qualified Frasca Level 5 CRJ flight training device (FTD) at their Flight Operations Center – Unified Simulation (FOCUS) Lab. The lab has developed a training curriculum that will prepare the next generation of aviation professionals in a real-world environment.

The CRJ 200 FTD is networked into MTSU’s FOCUS lab and Ramp Tower using “middleware” jointly developed

by Frasca and CSC. Students will fly the CRJ from gate-to-gate, while students in the FOCUS lab dispatch the flight and monitor the flight in real time dealing with unusual situations as they arise.

The pilots in the CRJ speak directly to the FOCUS lab through an ACARS system while in full operation. The pilots can also talk with maintenance personnel in real time about maintenance issues and system malfunctions.

New FSI Simulation Facility - FlightSafety International has opened its new

Above MTSU’s new Level 5 CRJ FTD. Image Credit: Frasca International.

flight simulation training system design, manufacturing and support facility in Broken Arrow, Oklahoma.

The 375,000 square-foot facility has 19 full flight simulator assembly posi-

The NEW online

tions. It includes dedicated areas for component manufacturing, final assembly, shipping and receiving, engineering, customer service and logistics support, and Teammate offices and service areas.

The building was designed in accordance with the Lean Manufacturing Flow process to ensure the flight simulators and other advanced training devices the company builds are produced efficiently and with high quality.

FNPT II Qualification - Indonesian carrier Susi Air has received FNPT II qualification for its Mechtronix Ascent® Flight Trainer™ from the aviation authorities of Indonesia, DGCA. The unit that closely replicates a Cessna C172S G1000 aircraft is installed at the airlines’ new flight training facility in Pangandaran, Indonesia. It will be used for Instrument Rating (IR) training as part of Susi Air’s ab-initio curriculum.

The airline will also take delivery of a Cessna Caravan FFT X™ from Mechtronix in 2012.

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41 CAT MAGAZINE

the instruction center for the MCC and initial ATR type rating training of 24 cadets from Kingfisher Airlines, one of the largest airlines in India.

After the cadets pass the training, the pilots will start flying with Kingfisher. The airline started as a customer of GTA in 2009, being the first Indian company using GTA’s simulator center in Madrid, Spain.

BAA Approved by Israel CAA - The Israel Civil Aviation Authority has issued the Baltic Aviation Academy (Lithuania) an approval certificate to carry out type rating training for Boeing 737 aircraft. BAA has become the first approved type rating training organization (TRTO) in the Baltic region to start training for Israeli airlines and private pilots.

The first Baltic Aviation Academy client from Israel was Lead Air, a new charter airline launching flights to destinations around Europe. In July 2011, Lead Air pilots started their initial Boeing 737 CL training - theory training was carried out at ground school in Tel Aviv, Israel, and B737 flight sessions were held in Vilnius, Lithuania.

European Pilot Training - Aerosim Flight Academy has partnered with Belgian Flight School to help meet the need for more European pilots. Once approved by the Belgian Aviation Authority, this new partnership will provide Integrated Transport Pilot (ATPL) training at the Academy’s US campus in Sanford, Florida. European students will now be able to complete their flight training in the US while working toward their actual JAA license. Students will no longer need to convert their FAA license to JAA once they return home.

New Pilot Training Centre - ATR has opened a new pilot training center in Paris. Based near Charles de Gaulle airport in Roissy, the new center is equipped with a brand new full flight simulator developed and manufactured by Thales, which will allow crew members to be trained on the ATR 72-500.

ATR has set up this new center in partnership with SIMAeroTraining, which will house the simulator and all the other teaching tools put in place by ATR, in addition to providing technical support.

ATR currently has pilot training centers in Toulouse, France, Bangkok, Thailand and Toronto, Canada. Other centers will open soon in Johannesburg, South Africa, and Bangalore, India.

BAA Launches A320 FFS - Baltic Aviation Academy (BAA) has launched an Airbus A320 full flight simulator at its training centre in Vilnius, Lithuania.

It is the first A320 FFS in the Baltic States, and before this device was installed, practical A320 type rating training was carried out in Southampton, England.

“The decision to relocate the A320 to Vilnius is focused on leveraging the demand of Central, Eastern European and Russian aviation markets,” said Egle Vaitkeviciute, CEO at Baltic Aviation Academy. “Due to current pilot deficits in Russia and airlines Western aircraft types’ fleet expansion, the relocation will increase BAA’s operated A320 training hours by 25% per year.”

FlightSafety Increases Training- FlightSafety International plans to increase its concentration on providing training programs for current and next generation aircraft, including the ongoing expansion of FlightSafety’s worldwide Learning Center network, and the addition of new Level D qualified full flight simulators, training programs and services.

FlightSafety will continue to offer training using full flight

World News & Analysis

simulators for King Air C90, 200, 300 and 350 aircraft at its Learning Centers in Atlanta, Georgia; Daleville, Alabama; Long Beach, California; Wichita, Kansas; and at LaGuardia Airport in New York.

The company will also be offering training for Gulfstream G450 and G550 aircraft at its Learning Center in Dallas, Texas next year on a new interchangeable simulator. Training will begin following Level D qualification of the simulator.

ISSUE 5.2011

Pilot Training

CAT MAGAZINE

42

OAA Training Agreements - Oxford Aviation Academy (OAA) has concluded a 5-year training agreement with Greek carrier Olympic Air, for the provision of Bombardier Dash 8-Q400 training solutions and simulator facilities at OAA’s training centre at Arlanda Airport in Stockholm, Sweden. The agreement recognises OAA as Olympic Air’s preferred supplier of Dash 8 training services and solutions up to 2016, and also includes options for Dash 8-100 training, which will be offered and made available in late 2011 through OAA’s Norwegian training facility in Oslo.

OAA has signed another 5-year training services and support agreement with Scandinavian low-cost airline Norwegian Air Shuttle ASA (Norwegian). This agreement provides training facilities at OAA’s Oslo Training Centre and has been specifically tailored to meet Norwegian’s expanding training requirements.

In support of this partnership, OAA has commissioned the construction of a dedicated three classroom facility solely for use by the carrier in Oslo, and plans to acquire a new B737-800(W) full flight simulator, also to be based in Oslo.

Additional B737 simulation and training capacity will also be available to Norwegian through OAA’s other training centres, and OAA group company Parc Aviation, will continue to support Norwegian through the provision of pilot recruitment and resourcing services.

CAE Training in Prague - CAE is starting commercial pilot training operations for the Airbus A320, Boeing 737NG and Boeing 737 Classic aircraft types at Prague-Ruzyne Airport in the Czech Republic. CAE will relocate a B737NG full flight simulator (FFS)

to the Czech Airlines (CSA) training centre and will also offer wet and dry third-party training on two FFSs owned by Czech Airlines - a CAE-built Boeing 737 Classic FFS and an A320 simulator.

CAE has also signed an agreement for Boeing 737NG training in Prague with Travel Service, a charter flight service in the Czech Republic, Slovakia, and Hungary and provider of low-cost scheduled flights under the brand Smart Wings.

Prague will be the 27th location in CAE’s global network of training centres.

BA Signs Contract with CTC - British Airways has selected Airline Placement Limited (APL), a wholly owned subsidiary of CTC Aviation Group, to sponsor all cadets for the British Airways Future Pilot Programme. BA has also nominated CTC Aviation as an approved supplier of the cadet training for the Future Pilot Programme.

The airline has confirmed that APL will sponsor nearly 100 cadets in the first year.

Commercial Aircraft Sales July 31 - October 6 2011 Aircraft type

Number Operator/Buyer

A320 neo 78 Qantas A320 28 Qantas

A320 2 Lao Airlines A320 4 Lufthansa

A320 5 Thai Airways A330-200F 4 Avianca A330-300 1 Lufthansa A350 XWB 4 Thai Airways A350 AWB 60 (35 opt.) Air France KLM A380 2 Lufthansa

B737-900 ER 100 Delta B737-800 18 (4 opt.) ALC B737-900ER 2 Korean Air B747-8F 2 GECAS B777-300ER 8 GECAS B777-300ER 5 ALC B777 F 8 Cathay Pacific B777-300ER 4 Cathay Pacific B777-300 6 Thai Airways B777 F 4 Ethiopian Airlines

E195 4 Lufthansa/Air Dolomiti

4 Luxair Q400

SSJ 100 10 Gazpromavia SSJ 100 24 VEB Leasing/Utair

10 UNI Air ATR 72 ATR 72 18 TRIP Linhas Aereas ATR 72-500 2 Nordic Aviation Capital ATR 72-600 10 Nordic Aviation Capital ATR 72-600 2 ALC

Flybe Sponsorship Scheme - Flybe is to offer a part sponsorship scheme for trainee pilots. Selected applicants will benefit from a successful formula developed over the last sixteen years and aimed at providing high quality First Officers to work on the Dash 8 Q400 fleet.

The airline will contribute towards the cost of a full JAA Integrated Course conducted by Cabair. Theoretical knowledge training will be scheduled at the new £11.9 million Flybe Training Academy at Exeter International Airport, with initial flight training in Kissimmee, Florida and advanced flight training completed at Cranfield.

Making Training Affordable - ProPilot and Aeros are collaborating to make modular pilot training more affordable and more attractive to airlines. The new Airline Package offers students ATPL ground school, CPL, MEP and an IR on the brand new Tecnam for the price of £20,107. The Airline Package starts with ProPilot’s distance learning ATPL course. Aeros will then provide the flight training. Their main commercial training centres are in Coventry and Gloucester and they are the first commercial UK school to operate the new Tecnam aircraft.

Reality A350 XWB Product Range - Thales has announced the official launch of the development of its Reality Airbus A350 XWB training equipment and solutions product range. The Reality A350 XWB product range will be capable of supporting flight crew training based on the Airbus Training developed syllabus or airline developed training syllabus.

Training Management Solution Azul Brazilian Airlines has selected AQT Solutions’ Aviation Training Management System (ATMS). The complete training management solution will eliminate paper at Azul, safeguard their records, reduce costs, and ensure regulatory compliance.

According to John Daly, Azul’s Director of Operational Planning and Training, the airline’s paper-based training records were filling rooms of filing cabinets, noting that paper systems are typical in South America. Daly also expects ATMS will provide major cost savings as the airline won’t have to hire more administrative staff or pay for more third-party record-storage services.

Site Acceptance - The Micro Nav BEST 2D tower simulator at NATS Manchester Airport has passed site acceptance and is ready to enter service. The simulator is based on the off the shelf version of the BEST tower simulator and includes two controller and two pseudo-pilot positions. The simulator incorporates an operational Electronic Flight Strip system.

New NATS Training Centre - A new state of the art training centre for air traffic controllers has been officially opened at NATS’ headquarters in Hampshire, UK. Jim French, chairman and chief executive officer of Flybe, opened the multimillion pound facility.

The new centre is a 4000 square metre state-of-the-art resource that will train air traffic controllers from the UK and across the world. The centre has six simulator rooms with a total of 45 trainee positions. It also boasts a 3D aerodrome simulator which recreates an airport control tower environment with aircraft manoeuvring, landing and taking off.

Cabin Crew Training Training Agreement - ESMA Aviation Academy has signed a contract to train flight attendant and maintenance technician students of the Civil Aviation Flight University of China (CAFUC). ESMA will offer a comprehensive and customised eight-week program for flight attendants at ESMA Montpellier and ESMA Paris Training Centres that is compliant with the European program and includes additional training modules such as an English reinforcement course and a customer services module with French standards.

For maintenance technicians, ESMA Montpellier will provide Licence Part B1.1 (Aeroplane Jet Engines) to the CAFUC students. This complete training based under European regulations will take about a year and a half (78 weeks).

Flightpath – Aviation English for Pilots and ATCOs

by Philip Shawcross Teaching English for use in an aviation environment has always been a challenge. The original ICAO language test was often perceived by students to be just an “add-on” to the requirements for either a pilot licence or air traffic controller qualification. The concept was based on being able to work within a carefully standardised aeronautical vocabulary, with no acknowledgement of the necessity for having skills in understanding and using plain language. The training for this test frequently relied on hours spent in a language laboratory using repetitive phrases and responses, with little feel of the “real” world.

A sad history of incidents and accidents which, in part, resulted from a breakdown in communication due to poor use of English, spurred ICAO into establishing a revised process which broadened the language competencies to embrace these plain language skills. The new standards required a great deal of study and work to define and develop, but once this was satisfactorily completed, the possibly even greater challenge to devise effective training methods began.

A recently published book, Flightpath – Aviation English for Pilots and ATCOs, has been written by Philip Shawcross, a long-established expert in the discipline and President of ICAEA. He and his co-authors have embraced an enlightened approach to the subject, in that the relevance of each element is clearly defined and illustrated, and the guidance in the book relies heavily on the audio tracks on the accompanying DVDs. Using authentic-sounding exchanges between pilots and ATCOs, the teaching sections not only reinforce the mandatory phraseology, but use plain language in a credible and realistic context. The understanding of the student is checked regularly, and where necessary sections can easily be re-run.

There is a good range of voices and accents, with a strong weighting towards those who are not native-English speakers, again representing actual operational conditions.

The structure of the book follows the natural sequence of a flight; but what is impressive is the level of detail used in the context of, for instance “Reducing Approach and Landing Risks”. This illustrates that the primary driver of the book is to improve and create fundamental understanding of what is required in a given scenario, and how best to employ aviation English to explain and resolve the situation.

Aviation English is a perishable commodity and it demands not only serious study to achieve a robust ICAO Operational Level 4, but constant effort to maintain it at that standard. It is very evident that a great deal of aviation experience and common sense has been built into this publication, and that it should serve very well as both a basis for initial training and as a trusted reference for the essential recurrent training.

No one doubts that competency in aviation English is an absolutely fundamental element in operational safety; this book goes along way to helping that competency, and is an excellent addition to the range of study material now available.

- Chris Long

ISSUE 5.2011

ATC Training

Book Review

43 CAT MAGAZINE

New Pilot Training Program Launching - Oxford Aviation Academy (OAA) and Swinburne University of Technology, Australia, have announced the launch of a new pilot training program commencing in January 2012 for all students embarking on the Bachelor of Aviation and Bachelor of Aviation/Bachelor of Commerce at Swinburne.

The Airline Preparation Program First Officer (APPFO) has been designed to deliver training to fully prepare professional pilots to pursue a career path in general aviation or to undertake jet endorsement training and move into a First Officer position within an airline upon graduation.

“The APPFO is the first university flying training program in Australia to offer a high performance jet simulator based multi crew cooperation and jet orientation course as standard that will meet proposed new CASA safety regulations,” said Stephen Fankhauser, Swinburne’s Aviation Discipline Leader.

“We will also be introducing a mandatory skills assessment test as part of the selection process - another first for any university flying training program.”

Flying training will be conducted at OAA’s training centre at Moorabbin Airport in new model, glass cockpit Cessna C172 aircraft and PA44 Piper Seminole multi engine aircraft coupled with the latest generation simulators.

World News & Analysis ISSUE 5.2011 CAT MAGAZINE

44

11th ICAEA Forum The International Civil Aviation English Association (ICAEA) marked the twentieth anniversary of its foundation by holding its 11th forum on the topic Rating for ICAO Language Proficiency Standards hosted by ENAC, the French Civil Aviation School, in Toulouse on 6th and 7th September. The forum focused on two related themes, both the subject of successful collaborative projects between ICAO and ICAEA, and both designed to enhance the standardisation of ICAO Language Proficiency Requirement (LPR) implementation: the Rated Speech Sample Training Aid and the ICAO test endorsement process. The event attracted about 100 delegates from civil aviation authorities, airlines, ANSPs, universities, flight training organisations, language schools and test service providers from thirty countries, as well as a representative from the World Maritime University. Publishers and test service providers were present in the coffee break area. In addition to plenary sessions, there were opportunities in breakout sessions for delegates to have hands-on experience with various test tasks and rating different samples.

The proceedings of this and previous events are posted on the ICAEA website: www.icaea.pansa.pl.

ICAEA has worked closely with ICAO since members of the ICAO Proficiency Requirements in Common English Study Group (PRICESG) used an ICAEA forum in Warsaw in 2002 to publicise the forthcoming requirements. The association is represented by its president on the ICAO Europe and North Atlantic region coordination training task force and has been involved in several of its regional workshops. It was also instrumental in drafting the Guidelines for Aviation English Training Programmes, which were published as ICAO Circular 323.

The association’s activities are not, however, restricted to LPR implementation. Seminars have been held on topics such as language requirements for technical training (hosted by CSA in 1993), Simplified English (Finnair, 1993) and human factors and CRM (Airbus, 1995). ICAEA is also an affiliate member of the European Aircraft Maintenance

>>

Cabin Training Devices - TFC Simulatoren und Technik GmbH have opened their fourth Training Center at Cologne Airport in Germany, which will be equipped with a new A320 cabin emergency evacuation trainer (CEET) for Germanwings. The company is also installing an A320 motion CEET and a B777 door trainer on a substructure with slide at Turkish Airlines Training Center in Istanbul. This is the tenth motion CEET, designed, developed and manufactured by TFC. Besides the two A320 CEETs and the B777 door trainer, TFC is currently manufacturing two more CEETs and one B757 door trainer for the new Training Center of Condor Airlines in Frankfurt, Germany. In December an A330 emergency simulator for Alitalia will be delivered and installed in Rome, Italy.

Over its 30 years of business TFC has developed custom-tailored software for cabin simulators. With the release of the source code the customer will be independent of the supplier, which means a minimum of learning effort for maintenance personnel and the possibility of immediate modification.

Regulatory Approval - FlightSafety has received FAA regulatory approval for its Corporate Cabin Attendant training program. As a result, the company can deliver Part 135 records of training with approval from the operator’s POI. The training meets the majority of domestic and international regulatory requirements including FAA 14 CFR Part 135.331, ICAO and IS-BAO recommendations.

FlightSafety will award a Corporate Cabin Attendant Initial Scholarship during the Women in Corporate Aviation’s Award Luncheon at the 2011 NBAA Annual Meeting and Convention. The recipient will be able to use the scholarship at any of FlightSafety’s Corporate Cabin Attendant Training locations.

Maintenance Training Technical Training Agreement - SR Technics and Mubadala’s Sanad Aero Solutions have signed component maintenance and technical training agreements with Virgin Australia. Leveraging the full scope of Mubadala Aerospace’s global MRO capabilities, some services will also be completed out of Abu Dhabi Aircraft Technologies (ADAT), SR Technics’ sister company.

To support the A330 phasing-in programme, a General Training Agreement has been signed with SR Technics’ Training Services, to provide training for the next four years. The scope of this agreement covers B1 and B2 type training and specialized courses, such as engine borescoping. The training is run in Melbourne, and marks SR Technics’ entry into the MRO training arena in Australia.

Approved Maintenance Training Center - Sikorsky Helitech, a Sikorsky Aerospace Services company based in Brisbane, Australia, has become a FlightSafety approved Maintenance Training Center. Sikorsky Helitech will offer training for Pratt & Whitney Canada engines in Australasia.

FlightSafety will provide Sikorsky Helitech with training courseware, a graphical flight simulator plus a wide range of training aids. Sikorsky Helitech instructors will be FlightSafety trained and qualified and will begin with an initial offering of 16 courses per year for maintenance training on four different P&WC engine types.

Technical Training Via iPad - From the beginning of 2012, SR Technics will offer manuals and course materials for the majority of its type training courses, and a selection of other longer duration courses, via the iPad. The application allows easy annotation of all documents using notes and highlighting tools.

Additional supporting materials such as incident reports, images, videos and cockpit voice recordings can now be incorporated into the course materials.

All course participants signing up for a relevant training program in 2012 will be given the option of paper- or electronic-based manuals.

Business Aviation Training CAE Introduces RealCase – CAE is the first business aircraft training organization to incorporate recent reallife event scenarios into recurrent pilot training courses across a global network using a proven case study approach.

The CAE RealCase evidence-based training scenarios increase training effectiveness by enabling pilots to apply their analytical and decision-making skills in an interactive, collaborative environment. Classroom discussion focuses on root causes and courses of

action for safely and effectively dealing with actual situations which happened recently to pilots who fly the same aircraft type.

Students will be presented with new scenarios each time they return for recurrent training at CAE. They will also have continuous learning access year-round to a growing online library of previously presented scenarios.

CAE began instructing with RealCase scenarios in several business aircraft recurrent training programs in September, and RealCase studies are being incorporated into aircraft programs throughout CAE’s global business aviation training network.

New Sims at FSI Dallas - FlightSafety International’s Dallas/Fort Worth, Texas Learning Center will offer the company’s first Level D qualified simulators and Part 142 approved training programs for the Falcon 900LX, Gulfstream G280 and Pilatus PC-12 aircraft.

The new simulators will feature FlightSafety’s electric motion and control loading technology and new VITAL X visual system. Pilots, maintenance technicians, flight attendants and other aviation professionals who operate and

support the aircraft will also benefit from FlightSafety’s instructors, comprehensive training programs and MATRIX integrated training system.

Expanding Business Aviation Training Network - Bombardier and CAE are continuing to expand worldwide training support for business aircraft customers with the addition of a Level D full flight simulator (FFS) for Challenger 300 aircraft training. The newly added CAE-built simulator will be located at Bombardier’s training centre in Montreal, Canada, and will be deployed in the second half of 2012.

The deployment of this simulator will boost OEM-backed Challenger 300 aircraft pilot training currently offered at Bombardier’s training centre in Dallas, Texas, where the company operates an existing FFS for Challenger 300 aircraft.

FlightSafety to Offer Dassault Falcon 7X Training at Paris-Le Bourget Center - FlightSafety International will offer training for the Dassault Falcon 7X aircraft at its Paris-Le Bourget Learning Center in 2012.

The new Falcon 7X aircraft simulator will be qualified to Level D and approved

<<

Training Committee (EAMTC) and has served on their e-learning and next generation of aviation professionals working groups. Moreover, an ICAEA Information Resource containing data, references, reviews and links on all subjects related to the use, training and evaluation of English in aviation will be available online next year.

In 2010, ICAEA, which operates under French law and is governed by a Board of 20 international operational and linguistic specialists, was granted NGO status by the United Nations. One of the association’s aims is to provide aviation English teacher and rater training and expertise in areas of the developing world where these are almost totally lacking today, and where there is little incentive for ordinary commercial ventures. As a result, these States are not compliant with ICAO requirements and are subject to an additional obstacle to their economic development and autonomy. This would be the latest step in the association’s drive to promote best practice in communication in all parts of the aviation community. - Chris Long

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World News & Analysis

for training by the U.S. Federal Aviation Administration and the European Aviation Safety Agency following installation. Qualification by other regulatory agencies around the world will be applied for and obtained based on customer needs.

The simulator will offer Enhanced Flight Visual System, Head-Up Guidance System, Emergency Vision Assurance System and Electronic Flight Bag. It will be compatible with the EASy II avionics software upgrades and will feature FlightSafety’s electric motion and control loading technology and new VITAL X visual system.

ISSUE 5.2011

Arrivals & Departures

CAT MAGAZINE

46

Frasca International - John Frasca has been appointed President and CEO of Frasca International, Inc., following the announcement that founder Rudy Frasca has retired from the active management of the company. Rudy continues to serve as Chairman of the Board of Directors of Frasca International. John Frasca has served as the company’s Vice President since 2003, gradually taking over more of his father’s duties in recent years.

SR Technics - Sean O’Connor has been appointed General Manager for SR Technics America, Inc. Sean will be responsible for driving the expansion of SR Technics’ business in the Americas.

Baines Simmons - Baines Simmons has appointed John Heather to fill a new business development manager role with particular focus on the regulatory authorities. This new position has been created as the company gears up to build on its success and break into new markets. John’s appointment will help regulatory clients determine their specific needs.

FlightSafety International - Damon Cram has been named as Director of Marketing for Simulation products and services. Cram joins FlightSafety following 11 years with CAE. Mitch Alexander has been promoted to Manager of the Daleville, Alabama, Learning Center. He replaces Ralph Hicks who has retired from FlightSafety.

Gary Porterfield has been promoted to Manager of the company’s Learjet Center in Wichita, Kansas. He replaces Craig Newell who will retire from the company after 32 years of service. cat

Calendar

Index of Ads

Airline Simulation & Training Events

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26

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39

CTC Aviation 1-3 November 2011 European Cabin Safety Conference EDM Frankfurt, Germany www.edm.ltd.uk 13 www.ldmaxaviation.com FlightSafety International www.ctcaviation.com

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9-10 November 2011 The Contribution of Flight Simulation to Aviation Safety www.halldale.com/directory 40 RAeS HQ, London, UK International Civil Aviation Organization www.raes.org.uk www.icao.int 10 & 41 www.flightsafety.com 4 Halldale Simulation & Training Directory

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15 February 2012 www.flymps.com 33 The IATA Training & Qualification Opinicus Initiative www.opinicus.com 37 RAeS HQ, London, UK Pan Am International Flight Academy www.raes.org.uk www.panamacademy.com IBC www.malaysiaairlines.com 27

Pilot Training College www.pilottrainingcollege.com 8 Advertising contacts RAeS Conference www.aerosociety.com/conference

18

Simulator Census www.halldale.com/shop 45 TEAL Electronics

Director of Sales & Marketing: Jeremy Humphreys [t] +44 (0)1252 532009 [e] jeremy@halldale.com

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