CAT Magazine - Issue 5/2013

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Volume 24

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Issue 5/2013

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MPL Training

MPL – A Small Step for Some

Pilot Demand

The Pilot Supply Challenge Regulatory Update

EASA 2013 – Dawn of a New Era Civil UAS

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ISSUE 5.2013

Editorial comment

Bridging Time and Place This issue of CAT is being completed at the same time we’re putting the finishing touches on the upcoming 12th European Airline Training Symposium (EATS), which will take place in Berlin October 29-30.

The first EATS was held in Stockholm back in 2002 and while it’s difficult sometimes to believe that we’re about to deliver the 12th edition, I remember well the mood of the time.

About a year had passed since the tragedy of September 11, and Europe, like America, was struggling with the recovery of the industry, perhaps wondering what will hit it next. I guess I could be forgiven for saying it was not much different from today. That first EATS took place the same year as another first, the historic formal establishment of the European Aviation Safety Agency (EASA), through Regulation of the European Parliament and Council of July 2002.

It seemed to be recognised around the community that the new EATS event could perhaps provide some additional opportunities for the fledgling European regulator to communicate with the industry. As a result, amongst all the other content at the EATS event over the past 12 years, there has always been a significant EASA contribution, which has greatly helped with industry communication and understanding. We’re grateful that EASA has again significantly contributed to the event, with important program updates and several speakers. As we all know, 2013 was an important year for both the Agency and indusChris Lehman try, as EASA FCL regulations came Editor in Chief into force for all member states and EASA Flight OPS have been finalised for implementation over the next two years.

This year, for the first time, EATS will run a full cabin training track simultaneously with pilot training. I am grateful to Anna Mellberg Karlsson of Novair for her efforts in assembling the first of what promises to be many years of highly relevant cabin training content at EATS. CAT’s flagship WATS event in

" Those of us

in the industry understand all too well that trained and professional cabin crew are a key aircraft safety system."

Orlando, Florida has included a dedicated cabin track for over a decade, and that conference has provided long term proof of the great benefit of running parallel conference tracks for the two communities.

CAT has long been a proponent of the recognition of the unique training challenges of the cabin community and the need to educate policy makers, the executive suite, and the flying public of the real value of the crew members on the other side of the locked flight deck door. Those of us in the industry understand all too well that trained and professional cabin crew are “a key aircraft safety system.” Over the past few years this fact has been on display during several high profile – and successful – emergency evacuations.

The transition to EASA has had no less of an impact to our friends in the cabin community, particularly with regard to EASA OPS Part CC implementation.

Of course, the EATS conference is much more than just an opportunity for a regulatory update. Aviation training and simulation “best practises” and “lessons-learned” are central to the conference content, just as they have always been. After all, training is about obtaining optimum “human performance” in order to deliver the maximum level of operational safety. To that end, every one of us has standing as a “safety professional.”

Safe Travels, Chris Lehman CAT Editor in Chief

e chris@halldale.com CAT MAGAZINE 5.2013

05

Contents

ISSUE 5.2013

08

18

Editorial

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

Group Editor Marty Kauchak

e. marty@halldale.com

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

Advertising Director of Sales Jeremy Humphreys

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

Sales Executive, Natalie Morris

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

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

16

22

Operations

Design & David Malley

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

Distribution & Stephen Hatcher

Artworker Daryl Horwell

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Halldale Media Group

Publisher & Andy Smith

CEO e. andy@halldale.com

05 Bridging Time and Place. Editor in Chief Chris Lehman

considers how the upcoming EATS conference has changed since the first one some 12 years ago.

08 MPL – A Small Step for Some. Chris Long reports on

Lufthansa Flight Training’s MPL programme.

12 The Pilot Supply Challenge. John Bent reviews the

challenges relating to pilot training and supply today.

16 EASA 2013 – Dawn of a New Era. Peter Moxham looks at

new developments within EASA. 18 Fleet Renewal. Group Editor Marty Kauchak reports on

On the cover: The LFT fleet includes Beechcraft Bonanza and Cessna CitationJet aircraft.

Image credit: Lufthansa Flight Training.

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

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training strategies being used to prepare pilots for the transition to new aircraft models.

22 A Civil Business. Robert W. Moorman investigates whether

there is a place in the civil world for unmanned aerial systems.

26 Paperless Training Takes Off. The use of mobile and

paperless training is examined by Chuck Weirauch.

30 Growth in Asia Reflected at APATS 2013. Highlights from

APATS 2013 held in Bangkok, Thailand.

32 Seen & Heard. Updates from the training and simulation

community. Compiled and edited by Fiona Greenyer.

06

CAT MAGAZINE 5.2013

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

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MPL Training

MPL – A Small Step for Some Chris Long visits Lufthansa Flight Training and reports on its well-established MPL programme for ab initio training.

F

ew issues in pilot training have generated as much discussion in recent years as the introduction of the Multi-Crew Pilot Licence (MPL). Some have ignored it, and sought to improve training merely by adding to the number of hours required to fly commercial aircraft, others have seized on it as the only answer to all the ab initio training challenges. The trick is to identify an objective assessment of the effectiveness of this syllabus when compared with earlier training processes.

The baseline is the underlying pattern that has been established for over half the lifetime of aviation, which pursued a progression through PPL / Multi-Engine / I/R / CPL / ATPL. The first graduates of this latest training philosophy have now been established as line pilots since 2010, and a rapidly increasing database is being built up by those Aviation Training Organisations (ATOs) and airlines which have delivered MPL training. In terms of numbers of pilots in training and successfully graduated through MPL, there is one clear market leader – Lufthansa Flight Training (LFT).

Dirk Kröger, Vice President Pilot Schools Division at LFT, indicates that, as of September 2013, some 1260 students have entered the MPL programme, of whom 400 are now operating as line pilots on the Boeing 737, the Airbus A320 family, or the Embraer 170. Consequently there is a considerable body of knowledge on what and how to train using such a pattern.

Origins Back in 1956 the Lufthansa Pilot Training School was created in Bremen, and that was where Lufthansa started recruiting and funding the training of cadet pilots for direct entry into the airline. The school has operated continuously since then, and was absorbed into Lufthansa Flight Training in 1997. This long tradition of intensive ab initio pilot training has established a reputa08

C A T M AGA Z IN E 5 . 2 0 1 3

tion for the high quality of its graduates, and that looks set to continue with Dirk Kröger, himself a graduate of an earlier course, now heading up the school. The base at Bremen has been at the forefront of the development of ab initio training, so had already moved from the ICAO minimum ab initio training, and took a step forward in 1987 by introducing complex types for both the single engine and multi-engine phases of the training, which already included a high number of training hours in a FFS. In this system, called Futura, the underlying approach was that it was competency based.

Cadets would go straight to the Beech Bonanza, with retractable landing gear (the single engine flying carried out at the Airline Training Center Arizona – ATCA in Phoenix, Arizona), and then to the turboprop Piper Cheyenne (based in Bremen, Germany) as the twin engine trainer. During the flying on the Cheyenne the training in Multi crew operation and the role of the first officer were introduced. Both those aircraft were advanced for an ab initio school, but it is no surprise that the head of the school at that time was Dieter Harms, now readily recognised as the father of MPL, and who clearly maintained a vision of what was required of a line pilot as the end goal of ab initio training.

Cessna CitationJet CJ1.

Image credit: Lufthansa Flight Training.

In formulating Futura to address the fact that the skills required of a commercial pilot were worthy of training on a more advanced system than the basic ICAO syllabus, it was essential to ensure the best possible pass rate to avoid wasting both student and school time and resources. As reported in CAT 5/2009, a selection process was essential, and the DLR, an independent organisation, continues to administer that selection, with an active and continuous system of fine tuning based on feedback from the school and the airline. The washout rate of just 3% illustrates just how effective the whole process is – and that helps to make it commercially viable.

Major items of this Futura process now form the basis of the MPL programme running at LFT.

MPL – the LFT Flavour Given the basics of the MPL philosophy - selection, training to competency, embedded Threat and Error Management (TEM) and Crew Resource Management (CRM) together with multicrew operation, to be carried out on training platforms close to the airline types, the change from the Futura operation was straightforward.

Certainly a lot of work had to be done on the precise defining of the syllabus and tasks within the MPL phases, but the start point of looking to airline pilot com-

Ground Training

Flight Training Core Phase

Ground Training

Flight Training Basic Phase

~ 5 months

~ 4.5 months

~ 5 months

~ 4 months

682 teaching units

FSTD and A/C In total 114:30 training

500 teaching units

FSTD and A/C In total 135:00 training

BRE – Bremen

PHX – Phoenix

BRE – Bremen

BRE – Bremen

FRA – Frankfurt

Citation CJ1+

MUC – Munich

Beechcraft F33

~ 3.5 months FSTD and A/C In total 88:00 training

BER – Berlin MCO – Orlando

Fig. 1 – Breakdown of LFT MPL course.

Image credit: Lufthansa Flight Training.

petencies, rather than ticking boxes in a minimalistic basic training course, was very well understood by the LFT team.

The breakdown of the phase is illustrated here (Fig 1). This figure shows two other key features – the Core and Basic training is carried out as before at two locations. All theoretical training is carried out at Bremen, with the initial part completed before the students go to the ATCA for the practical (single engine) part of the Core Phase.

Now included in the training at Phoenix is three flights, each of one hour ten minutes, of Upset Recovery Training carried out on the Grob G120. On their return to Germany, the second part of theoretical training is completed before the Basic Phase flying is carried out on

B737, A320 or Embraer 170

the Cessna CitationJet CJ1. The strength of having access to the full resources of LFT is that they can then complete the Intermediate and Advanced Phases on the wide range of training devices at any of the LFT bases, depending on FFS availability. To round off the training, a minimum of 70 and maximum of 160 sectors are flown as Line Operating Experience, and the final check can be flown between these limits when the necessary level of competence is achieved.

Looking at the equipment levels at each phase, it is evident that the Bonanza, having served so well for so long, will soon need to be replaced with an aircraft which is better adapted to 21st century technology. Kröger acknowledges that the process of selecting a replacement

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MPL Training will start soon, with an introduction into service of the new aircraft slated for 2015.

That technology, however, is already extremely well represented by the Citation which is custom equipped to the LFT specification, and includes EFIS, TCAS, WXR, EGPWS. In addition to that avionics suite, the aircraft is fitted with a third seat immediately behind the two pilots, where the second student on the flight has responsibility for the radio (using a custom-fitted radio panel), thus giving him/her an active role during the flight and consequently further opportunity for real learning. At first glance it may seem to be extravagant to use such a sophisticated platform for this Phase, but what is relevant is, not only does the performance closely resemble that of the current airline types, but at an annual utilisation rate approaching 1500 hours, the productivity per airframe is much higher than the light aircraft equivalent. The lead in to the five Citations in Bremen is the six Mechtronixbuilt FTDs, certified to EASA CS_FSTD A FNPT at MCC/FTD Level 2 which have a visual 220 x 40 field of view and a full set of avionics to replicate the aircraft.

Instructors As many ATOs delivering MPL courses know only too well, there is a considerable challenge in sourcing instructors to carry out the training. The regulatory requirements to qualify as an MPL instructor require not only additional skills, but experience levels not seen in the classic training patterns. Even for the Basic Phase flying it is mandatory that the instructors have competency in multicrew operations, TEM and CRM, either through airline experience or through having completed appropriate training. At the other end of the training, instructors in the Intermediate and Advanced Phases need to be able to operate in the world of competency-based assessment. None of that is difficult, but it does require time to build up the numbers of instructors necessary. Lufthansa has historically used current pilots as instructors, who bring very credible knowledge of real operations to the student. All that is required is to train them in the skill sets needed for instruction, but there is also that intangible but essential requirement of motiva10

C A T M AGA Z IN E 5 . 2 0 1 3

View from the second trainee station.

Image credit: Lufthansa Flight Training.

tion to instruct, which is a critical part of the makeup of a good instructor.

This build-up of instructor numbers has meant that there was a gradual backlog of students who had completed the Core Phase, but then had to wait for the Basic Phase. This has been addressed by pausing the intake of students through 2013 so that the steady flow into Lufthansa is maintained as the backlog is reduced, a process expected to finish in 2015. The eventual aim, of course, is to have a seamless progression through training to line operation.

In the meantime Kröger and his team at Bremen are using this time to fine tune the syllabus and courseware in the light of the experience in delivering MPL training over the last few years. New training material is being developed, but again this is evolution rather than revolution – none of the lessons learnt are dramatic, but naturally some adaptation can improve the training process.

Does it Work?

The big question is, of course, how effective is the MPL pattern? The answer, unsurprisingly, is yes; of course it is very effective. Largely because of the underlying philosophy used in earlier LFT training patterns, particularly the immediate predecessor, Futura, the change to the MPL was just a small step. LFT has spent more time on checking the practical results (can the graduates do the job?) rather than comparing results with a system which has now been left behind. Early comparisons of small numbers hinted at an improvement. On a very

small sample of 16 students (eight from the classic “Frozen” ATPL pattern and eight MPL graduates) using the same instructors and aircraft types, the MPL team had 20% higher grades. The MPL students had noticeably better skills at the start of Phase 3.

So, from an organisational point of view, there is increased administration in the tracking of training progress, both the instructor and students have positive feedback about the training, but the students did have concerns that, although they have a PPL awarded at 82 hours, they had no unrestricted professional licence until the LOE is completed.

Where Next?

Kröger sees a smooth annual flow of some 180-300 per year, so, given the length of the course, which will mean 360-600 in training at any one time. The ab initio pilots that LFT trains for Lufthansa will continue to follow the MPL pattern. Other customers, such as the German Air Force (Luftwaffe) will use the integrated ATP course and another unit under LFT, the Pilot Training Network (founded in 2001) under the Managing Director Holger Hoffmann, will provide ATPL training to third parties such as Turkish Airlines at two other training bases, one at RostockLaage in Germany and the other at Vero Beach, Florida, USA. Proud of the history of the Bremen school, and clear about the future, Kröger is now fully confident in the MPL template. He is keen to extend the reach of LFT by working with global airlines and ATOs as partners in delivering this pattern, modified to local needs if necessary, as part of the global response to the challenging level of worldwide pilot demand. cat

Pilot DemanD

Pilot Supply Challenge John Bent, FRAeS, Chairman Training Practices Workstream, International Pilot Training Consortium (IPTC), states that the variability in quality and relevance in pilot training around the world has become an exacerbating factor requiring urgent collaborative action if reduced safety margins are to be avoided.

T

wo significant airline challenges are being debated today, pilot supply and the variability of pilot training quality and standards across the world.

Projections are just that, and deeply dependent on assumptions. But business plans need projections of the highest assumption accuracy possible. To this end, many stakeholders employ teams of analysts, and during the past 15 years we have heard regularly from ICAO, IATA, and OEMs about pilot shortages.

Projection methodology continues to improve, but unforeseeable events cannot be catered for. Serious shortterm projection spoilers include unforeseen geopolitical and economic events. There have been quite a few of these:

1997 2001 (9/11) 2003-2004 2004-2005 2007 2008 2011 2012 2013?

Air Transport Association projected shortages Airlines post 911: “see, no shortage now” SARS & Fuel crisis “see no shortage” Retirement age raised to 65 “see no shortage now” USA Regionals started to run out of pilots to hire Global Financial crisis – no hiring “see, no shortage” Heavy orders of new aircraft into the future Huge growth in Asia + surge of age 65 retirements Euro-recession “look, shortages not as projected”!

‘projection fatigue’ may cause decisionmakers to ask: “why won’t the market self-correct again?”

Previous projections were postponed, not deleted, by unforeseen events, and new factors affecting crewing have emerged, such as increased aircraft utilization, tightening flight time regulations, and a “slowdown of new blood entering the field” (Boeing quote for USA).

Despite mounting evidence, belief where it counts in pilot shortages is uneven, and those airlines at the top of the ‘supply food chain’ may still not be experiencing supply challenges, as pilots are available from lower down in the ‘food chain’.

The problem with doubt amongst decision makers is that action is delayed, and years of vital lead-time may be lost in the planning process.

There is another drag on action: safety itself!

A Perfect Storm While many training practitioners see shortage-related challenges as immediate and real, are all decision-makers seeing the same story? Based on the history above, what might be called 12

C AT MA G A Z INE 5 . 2 0 1 3

While we discuss shortages, a perfect storm is brewing with variable intensity by region. Many triggers are converging

The urgent demand for competent aviation personnel is a global issue.

Image credit: Oneworld.

including dissipating experience (due to the surge of retirements); new-gen reticence towards airline careers in the numbers needed; inability of the training industry and regulators to rise uniformly to the quality challenges now faced; new flight time limitations increasing crewing ratios; grounded or postponed deliveries due to shortages, and narrowing safety margins which may emerge from latent pathogens inserted through rushed recruitment, and suboptimal selection and training.

But in the bigger picture, despite many shocks, airline growth has continued (see fig 1).

World RPKs (Revenue Passenger Kilometers) ICAOKilometers) World RPKs (RevenueSource: Passenger Source: ICAO

Trillion Trillion 4.5 4.5 4.0 4.0 3.5 3.5 3.0 3.0 2.5 2.5 2.0 2.0 1.5 1.5 1.0 1.0 0.5 0.5 0.0 0.0

1971

Asian Economic 9/11 AsianCrisis Economic Crisis

Iraq War/ Recession IraqSARS War/ Recession 9/11 SARS

1st Gulf War 1st Gulf War

Oil Crisis Oil Crisis Oil Crisis Oil Crisis

1976

1971 1976

1987 1987

1986 1986

1991 1991

Lead Times: Pilot Pipelines

Fig 1: World Air Traffic (and broadly in line with projections). Source ICAO/Shaw aviation economics.

An understandable focus on quarterly results and cost controls may take our attention away from the long lead-times needed for pilot supply. To plan manning more strategically, or rely on the market to correct shortages and risk groundings on delivery?

Extracts from recent commentary: The World - Aug 29 2013: “airlines will have to hire 498,000 pilots - about 25,000

each year” (source: Boeing). “The urgent demand for competent aviation personnel is a global issue that is here now and is very real.” “The key to closing the pilot and technician gap in our industry is enhancing our training…” said Sherry Carbary, vice president of Boeing Flight Services.

1996 1996

2001 2001

2006 2006

2010

2010

Asia-Pacific will account for 33 percent of global passengers in 2016 (Source: IATA). “Asia-Pacific airlines need 12,820 new airplanes in the next 20 years. The Asia-Pacific fleet will nearly triple, from 5,090 airplanes in 2012 to 14,750 airplanes in 2033.” “The Asia-Pacific region today

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Pilot DemanD Progressive dissipation of pilot experience has 56,000 pilots, accounting for 40% of Progressive dissipation of pilot experience global pilot demand or roughly 26% of the Variable standard cadet entrants are expanding into the growth global total, and will require 192,300 new Variable standard cadet entrants are expanding into the growth Baby-boomers pilots by 2033” (Source: Boeing).(age 65) are retiring in thousands Baby-boomers (age 65) are retiring in thousands So what will be the impact of the workforce movement in Asia-Pacific? For sure we are closing in on a worsening LESS relevant pilot problem, as foreign pilots are sought in LESS relevant pilot training & experience training & experience greater numbers across the region.

MORE relevant pilot Chinese carriers have more than 800 MORE relevant pilot traning & experience traning & experience airliners on order (Source: Wall Street Journal 2013), and China will need 5,580 commercial aircraft over the next 20 years. Carriers in China are employing Without more effective selection and training countermeasures Without more effective tail-end’ carriers selection and training countermeasures many senior foreign pilots; roughly 6% of Risks will rise especially in ‘Newer Risks will rise especially in ‘Newer tail-end’ carriers Fig 2: Without more effective selection and training countermeasures the senior commercial pilot corps, with risks will rise especially in ‘Newer tail-end’ carriers.

1,778 foreign-pilot licenses issued as of last year (source: CAAC 2013). Some advertise annual salaries and benefits of up to US$270,000.

Starting next year the minimum rest period before a pilot's Lion Air, one of approximately 50 airflight duty will increase from eight to ten hours in the USA and lines in Indonesia, ordered 230 Boeing must include the ability to get eight hours of sleep in a row, and 234 Airbus aircraft, and needs 3,500+ which will likely create an additional crewing impact, and the new pilots to man the five-fold growth FAA announced the new rule this year requiring first officers to ahead. get 1,500 hours of flight time for ATP certification, up from 250 “One of the highest growth rates in hours North Asia in 2013 will be Asiana at a 9% increase in RPKs…” [exceeding other Shortage Concerns local carriers]… “Domestic growth will As supply concerns mounted in 2012, a stakeholders group, help feed Asiana’s long haul network due sponsored by AABI (Aviation Accreditation Board International), to expand further from 2014 as A380s the UAA (University Aviation Association), and the airlines, was replace B777-200ERs” (Source: CAPA) formed to analyze the current state of the airline pilot labor supThe USA still accounts for over ply in the USA. Participant Universities in the UAA were: North 30% of global commercial aviation, and Dakota, Nebraska Omaha, Embry Riddle Aeronautical, Southern many Asia-Pacific states broadly follow Illinois, Le Tourneau, University Aviation Association, Middle USA aviation processes. Most imporTennessee State, and Aviation Accreditation Board International. tantly the USA supplies a significant Published on 13th March 2013, brief extracts from this study folpilot training volume to Asia-Pacific low: operators, and if pilot demand in the “…given that it takes several years for a pilot to enter the airUSA grows as projected, spare trainline pilot labor supply, the industry cannot afford to wait and see” ing capacity for use by Asia-Pacific will “…the industry must make its best efforts to forecast and shrink, leading to increased demand for mitigate, if necessary, any future shortages, and these efforts local training. should begin now and in earnest” Commentary on the USA: Sept 6 “The likely result of inadequate staffing will be the reduc2013: “United Airlines announced yestertion of flying in smaller-communities and other markets served day that it will recall all of its furloughed by regional airlines”. pilots - nearly 600.” (Source: United “The overall effect could also cause harm and disruption to Media: Mark Phelps) the entire airline industry and given its effect on the national Aug 23 2013: “US Airways is looking economy, this threat should be taken seriously, and mitigations for 30 high quality 1,500 hour Air Transshould be enacted in an attempt to circumvent this potential port Pilots each month indefinitely and hardship”. starting immediately" (Source: AvWeb).

Many pilots will be sourced from Retirements regionals, leaving a big question about Together with growth and other challenges, the airline indusback-fill. Will this eventually have an try is experiencing unprecedented retirement rates. As retirees impact on ATOs inside and outside the depart, working lives of aviation experience go with them. At the USA? same time even more new graduate cadets enter the system.

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The average experience on flight decks is reducing in the global fleet (see fig. 2).

In 2012, John Allen, FAA Head of Flight Standards, said that “the projected retirement numbers are astounding and dramatic,” and “we don't have a system to address this issue.”

In January 2013, at the ASEAN Aviation Training & Education Summit in Jakarta, Mr. Raymond Benjamin, Secretary General ICAO said “30% of the (total) aviation workforce will retire in the period 2013-2014. For all key participants, more effective training competencies must be defined.”

Safety risks lie ahead on flight decks due to the exit of experience, shortcuts in staffing, and more license transfers State to State, the trend for budgetary maximums to move down to regulatory minimums, and less stringent flight time regulations in some countries policing very high pilot workloads.

Commercial risk may rise because of the link between accidents and public perception and could impact the whole industry. The strategy of poaching is limited; pilot mobility will not fill the shortages projected; pilot turnover as a significant cost will rise as pilots use entry-operators as ‘training schools’ for majors, and early pilot training failures can cost up to US$50,000.

A modern airliner can cost up to US$380 million. Operators expect, and get, exacting global quality control standards in the aircraft manufacturing process, but can operators and regulators count on the same global pilot selection and training standards?

If not, how can we support the status quo? “US$350 billion dollars is spent on aircraft and infrastructure but the investment in people is tiny by comparison” commented Dr. Michael Lim, Director of the Singapore Aviation Academy.

Quality in Training Safety Trends The airline industry is statistically ultra-safe, but as the volume of air traffic continues to grow, more needs to be done to maintain the current impressive safety record. As if to underline this, are we already seeing in 2013 the first signs of safety trends down related to pilot supply and training? Recent aircraft accidents this year lead to the question, were growth pressures and suboptimal training causal factors?

So after defining shortage challenges, there is a clear corrective target: training quality and standards. These remain variable across the world and all moves towards raising more harmonised standards will probably have a safety dividend. As if to endorse this, a Stakeholder Survey by RAeS found that 62% of respondents were dissatisfied with the consistency of training standards around the world, and 97% saw a benefit to safety in having international standards for flight crew training. cat

Initiatives in play and IPTC A number of positive industry initiatives are in play: • ICAO NGAP (Next Generation of Aviation Professionals) • ITQI (Training & Qualification Initiative) • Pilot Training Conference Committee (RAeS) • International Committee for FSTD Qualification (RAeS-ICFQ) • FSEMC (Flight Simulation Engineering & Maintenance Committee) • IFALPA Pilot Training Standards development (IPTS) • The Professional Aviation Board of Certification (PABC) • The Intl Association of Airline Pilot Schools (IAAPS Europe)

MPS_CAT2013_Ad01.indd 1

• The International Professional Pilot Training Group (IPPTG - Europe) • The International Association of Flight Training Professionals (IAFTP) There is also the developing 4-partner consortium, the International Pilot Training Consortium (IPTC) with a wide global reach via ICAO, IATA, IFALPA, and RAeS. For those stakeholders interested to participate in IPTC, please contact: conference@aerosociety.com

15-01-13 11:56 C AT MA G A Z INE 5 . 2 0 1 3 15

Regulatory Update

EASA 2013 – Dawn of a New Era Peter Moxham, FRAeS, explains recent developments within EASA.

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ove it or hate it, EASA has entered a new era. 2013 has seen EASA FCL Regulations come into force in all member states together with Iceland, Norway and Switzerland, and EASA Flight Operations have been finalised for introduction over the next two years. Couple this with a new Basic Regulation for EASA being agreed within the European Commission, a new Executive Director, Patrick Ky, and agreement to move to new offices in Cologne, and it becomes readily apparent that this organisation is continuing to expand and play a more significant role in aviation in Europe, and in Europe’s role as a significant player on the world’s aviation stage.

No one involved in the aviation industry believes that EASA is perfect, it still has a long way to go, but it is changing the face of aviation regulation in all sectors and also learning from earlier mistakes.

One hopes that more and better communication with industry will mean that some of the problems of the past will be avoided. The key is, of course, good communication and discussion between all involved parties. The Authority must realise that discussion and introduction of new Rules, Regulations and Requirements can only proceed smoothly if all parties understand and appreciate the problems of others. I would hope that the earlier good intentions are turned into reality.

Changes The most obvious change will be a new name for the organisation, possibly the European Aviation Agency. The dropping of the word ‘Safety’ from the title must not mean there is no interest in Safety, this is the bedrock of the whole of Aviation Regulation and, I am sure, will continue to dominate the deliberations in Cologne and around the European aviation community .

The introduction of a new Executive Director is unlikely 16

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to lead the Agency in an entirely new direction, and Patrick Ky comes with an excellent and experienced background.

He will continue to be supported by the other Directors from the existing Board and one would hope for a period of stability over the coming years.

New offices in Cologne will not solve the logistical problems, but it is a fact that the existing building is far from ‘user friendly’, either for staff or the many visitors with whom they meet. The new building will not however come into play for a further two years so one hopes that the agency gets it right.

So what does the industry want of its regulator? I feel a greater degree of consultation and openness would be the first priority. This has to be coupled with a wish to both listen and act. The existing European Commission requirements make the possibility to act quickly to correct errors and reflect change in an ever changing industry are simply too slow and unwieldy. This is not within the remit of the Agency, but pressure needs to be exerted to recognise the need for a better system for change.

EASA has always consulted with industry, this is an absolute fact, and industry often has to take its share of blame when consultation has led to fail-

EASA is continuing to expand and play a more significant role in aviation in Europe.

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ures in rule making, therefore the system needs to be improved. Proper impact assessments must be made and suggested changes as a result of notices of proposed rulemaking need to be given proper consideration in the formulation of Rules and Requirements, and not tied to impossibly short timescales which are unrealistic. These are changes that can easily be introduced now.

EASA FCL Turning now to the past year we should look closely at the experience with EASA FCL which is now in force throughout all Member and Associate States. I think all sides agree that this document could have been better and, I suppose, that I am as much to blame as others, being a member of the EASA Group that set about drafting the original rules. Looking back it is obvious that too much was attempted in one go – not so much from the actual rules but the need to bring in sectors of aviation that had not been regulated by JAA requirements. These areas have suffered greatly from the changes brought into play, often simply because much of the General Aviation sector is made up of small companies without the structure to encompass all the new requirements.

However, even in the ‘professional aviation’ sector many of the changes have caused greater problems. Greater cost due largely to the impact of not having been seen before the Regulations came into force. Therefore, many of us have had to seek changes, yet, even where the need is accepted by EASA, the time scale to affect change is so long that inevitably some areas have seen considerable impact on their operations.

A particular area has been the impact on Corporate Jet operators.

On occasion one feels that the commission is very blinkered in its view of the aviation industry and often seems unable to understand that this is a truly worldwide business and has to be dealt with as such. Certainly EASA is beginning to understand that isolationism cannot work. Nothing is clearer than in the field of Flight Crew Licensing. EASA FCL was not perfect but, given the timescales and complexities, it was a very good effort and this should be recog-

nised. The problem is the lack of a specific process to quickly resolve the errors and difficulties unforeseen in the initial drafting.

An example of EASA failure has been in the Implementation Group for National Authorities and Industry. This is a hugely valuable forum and has done much good work to resolve problems that have arisen over all member States, yet in its wisdom, EASA failed to attend the last meeting and has consistently tried to close this forum, a public relations failure on a grand scale and an EASA Board failure since it is recognised that EASA staff have spent much time helping to resolve the many outstanding issues. This failure needs to be rectified now and frequent regular meetings of the Forum formulated – time is somewhat of the essence! This is a valuable way to ensure standardisation both through the Authorities and Industry.

Flight Operations Now we have to turn to EASA Flight Operations, if anything a more complex situation than FCL. Authorities have two years to introduce the new regulations in this area and I am sure all National Authorities will take the whole two years. However, we should not expect these rules to be without failure either. In such comprehensive legislation, changes which really can affect the whole question of Aviation Safety can very easily arise, and it should be obvious that a process to deal quickly and efficiently with problems ought to be established now. This is by far the best way to ensure standardisation, which is key to the success of the Agency.

So where do we stand today? Certainly EASA has performed as well as possible within its constraints and no one should deny this, but it also has to admit and deal with its failings. Greater openness, consultation and willingness to listen and respond to industry’s problems are key. These same remarks apply equally to the European Commission which is prone to react politically with no idea of cause and effect on this industry.

One hopes for a more informed approach from them over the coming years. Certainly aviation should not be a political football which benefits no one. cat

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Fleet Renewal

Fleet Renewal As Delta and American Airlines receive new models of aircraft into their fleets, the two air carriers are using technology-enabled training strategies to prepare their pilots for the transition, Group Editor Marty Kauchak reports.

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elta has an ambitious plan to introduce 88 “new” aircraft – Boeing 717s it purchased from AirTran/ Southwest – into its fleet. The first aircraft from this line is scheduled to enter revenue service this October. An average of three additional B717s will become operational with Delta each month until the 88 aircraft are on board.

Also this year, American Airlines (AA) takes the next step forward in creating its more modern, fuel-efficient fleet. As the airline retires its aging domestic narrow body aircraft (i.e., Boeing 757-200s and MD80s) the company will deploy new A319s, in addition to A321s and Boeing 737-800s. “The delivery of these narrow body aircraft is the latest in a series of investments we are making to renew our fleet. American began taking delivery of the new narrow body aircraft in July 2013 and will continue through 2017,” Matt Miller, an AA spokesperson, told CAT this September. The airline will take delivery of its first A321T this November, with the first flight scheduled for next March.

So while multiple teams at the two airlines and the OEMs are busy finalizing these new fleets’ interiors, in-flight entertainment infrastructure and other materiel needed to provide the customer with a safe and enjoyable trip, there has been a flurry of behind 18

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the scenes activity – training and certifying air crews to operate these new aircraft.

Delta’s B717 Training Plan Delta’s 717 Project Pilot, Bob Turner’s farranging portfolio provides one insight on the processes needed to place new fleets of aircraft into operation. The Atlantabased community training subject matter expert said he has responsibility for training the flight crews; preparing publications, flight manuals and the training syllabus; and addressing certification matters.

Turner added that during the introduction of the B717 into his airline’s fleet, his training organization prepares about seven aircrews for each of the new domestic, narrow body aircraft.

An important part of the B717 accession training pipeline occurs in two full flight simulators (FFS) at a Boeing facility in Atlanta, with enabling classroom

During the introduction of the B717 into Delta Air Lines' fleet, the training organization is preparing about seven aircrews for each of the 88 new domestic, narrow body aircraft.

Image credit: Delta Air Lines.

training completed on the near-by Delta campus. While Delta pilots are able to use one of the two FFSs full time, they share the second with AirTran pilots.

Delta also leased a third FFS, a Boeing owned and operated simulator, formerly at the OEM’s Seattle facility. The training device has since been relocated to Boeing’s new training center of excellence in Miami. “This October, we expect to begin using that third device down in Miami,” Turner added.

The Delta pilots who gain DC-9-like ratings on the B717 will join their airline counterparts who fly other DC-9-like aircraft – 17 DC-9-50, 117 MD-88 and 65 MD-90. Rating commonalities aside, Delta made a strategic B717 program decision to separately train this aircraft’s cadre of line crews, line check airmen and simulator instructors.

The initial part of the Delta B717 academic program is a Boeing-provided course to help train and certify those responsible for the training infrastructure. “For our initial cadre of students, the line check airmen and sim instructors,

they went through on the manufacturer’s course as we were simultaneously developing a number of different courses,” Turner explained.

Despite this head start, Turner’s training organization was precluded from establishing Delta’s remaining B717 program until the airline’s pilot union ratified the working agreement in 2012 to support the aircraft entering the airline’s fleet.

“So that was a year ago at which point we began to stand up the entire program. Once that pilot working agreement was ratified and the purchase/ lease agreement was concluded with Southwest, then we were able to begin in earnest to prepare for this,” Turner recalled.

A partial list of the major tasks being completed by Turner’s team in this compressed timeline include: hiring ground school and other instructors; putting in place the requirements for the training devices; and building the operations manuals and curriculum.

Turner was asked about his les-

sons learned for establishing a training program to support the entry of a new aircraft into service. The senior training subject matter expert emphasized the up-front attention on having the B717 aircrews and line check crews complete their FFS training to support the introduction of an average of three aircraft per month into service.

Delta also leased one B717 from AirTran/Southwest to gain operational experience for all of Delta’s sim instructors and line check airmen. Turner pointed out, “This allows them to be certified by the FAA as initial cadre instructors on that aircraft. This certainly diminishes the bow wave of having sufficient ‘checkers’ available as the aircraft enters service.”

And beyond gaining operational experience for those two groups, Delta is also using the leased aircraft to gain flight hours for the line crews up to, but short of, them receiving their operational experience sign off. “Our objective is to have sufficient crews completely ‘checked out’ if you will, with exception of the final

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Fleet Renewal sign off by a line check airman before we place that first aircraft in service,” Turner added.

Asked why Delta accession aircrews are not provided final sign offs in the leased B717, Turner responded that process will occur in Delta’s own aircraft that will be in that airline’s configuration.

Aerosim supports Delta’s evolving B717 training curriculum with the delivery of two enhanced, virtual procedures trainers and the eQual Distributed Learning (DL)-based program, which also serves the rest of the Delta fleet.

Erik A. Tobler, Aerosim’s product marketing manager, noted that his company’s capacity as a technologies company and training provider allows it to deliver numerous custom and “offthe-shelf” solutions that cater to the broad range of needs of airlines requiring training for a whole new aircraft, like in the case of Delta, or to provide DL courseware and simulation to training departments of existing fleets.

Tobler also pointed out that his company has worked alongside Delta Air Lines (and for a time Northwest Airlines before the air carriers’ 2008 merger) for over five years in a fully dedicated project to deliver the necessary customized training tools for all of their fleets (for both initial and recurrent pilot training).

Tobler added, “The overall project has satisfied requirements to make systems knowledge and procedure training more efficient by shifting training effectiveness earlier in the continuum. In other words, promoting mastery of these mentioned subjects well before transition into the motion simulator. The solution is unique in that it is tailored to the specification of the airline, to the aircraft configuration, and that from start-to-finish commonality exists among courseware and simulation.”

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C AT M A G A Z I NE 5 . 2 0 1 3

American Prepares for the A319 Back at AA, Captain Mark Maestas, the airline’s Airbus Fleet Captain, noted his responsibilities to introduce the A319 into his company’s fleet included, in part, to review the manufacturer’s flight manuals and customizing them for his pilots.

“That took about 14 months of working closely with our check airmen, Airbus and the FAA to ensure compliance in all areas. We have similar procedures throughout our fleet to minimize change when pilots move from one type of plane to another,” he recalled.

Maestas also emphasized the collaborative effort in the training process, noting his colleague and friend Captain John Lohmar, American’s Airbus Fleet Training Manager, developed an extensive program to train its pilots, with the manuals as reference. “American’s training blueprint outlines everything from

Above Captains Mark Maestas and John Lohmar outside an Airbus full-motion simulator – the final step before the pilots are qualified to fly the airline's newest silver birds – the A 319.

Image credit: American Airlines & AIrbus.

starting the airplane to landing it and knowing in detail the function of every button and screen in the cockpit. The FAA must then approve the plan,” Maestas added.

In total, AA’s pilots have nearly five weeks of training, and the training team qualifies about 40 pilots (or 20 crews) each month to fly the A319.

The airline’s Advanced Qualification Program for the A320 aircraft calls for DL that requires about 24 hours to complete. Lohmar said that when the airline’s trainees arrive at the Fort Worth, Texas-based Flight Academy, they have completed their systems training for the aircraft. He added, “They then have eight periods in our virtual flight deck (VFD) or virtual procedures trainer (VPT), followed by a systems validation and a procedures validation. Our full flight simulator syllabus then calls for eight training periods followed by a maneuvers validation and a qualification line evaluation.”

The inclusion of the VPT in the aircrew learning continuum is unique for the A319, as training programs for legacy aircraft being replaced by the new Airbus model do not have this device.

Lohmar said that since his trainees learn the aircraft systems prior to reporting to the Flight Academy, they start learning procedures from day one. “By the time they reach the simulator, they have a good understanding of normal proce-

dures and have practiced most of the non-normal procedures at least once.

This makes the simulator training much more efficient,” he said.

The A319 high fidelity simulator experience is provided by two new Level D CAE FFSs at the Flight Academy. Lohmar added, “Our first 14 check airmen and management pilots trained at the Airbus facility in Miami, but we have been training ‘in house’ since the first of the year.”

Aerosim is also a second major technologies provider for AA’s A319 aircrew training continuum. In one instance, AA contracted with Aerosim to provide its DL product. Aerosim also built the air carrier’s VPT and provides the software for the VFD, Lohmar pointed out, and concluded, “Aerosim’s responsibility is to design the Distance Learning product, VFD and VPT to reflect our aircraft systems, equipment installations and procedures. Aerosim also provides support for all three products and provides occasional upgrades to the software.” cat

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Civil UAS

A Civil Business The military use of unmanned aerial systems as tools for surveillance and weapons delivery is well known. Can these systems find a place in the civil world? Robert W. Moorman investigates.

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ashington D.C is to politics what Las Vegas is to gambling. And there is always some controversy swirling around the nation’s capital. One issue bandied about these days is the commercial, domestic use of unmanned aerial systems (UAS), or drones, as they are commonly known. Privacy advocates raise concerns about how UAS will be used, while the industry tries to educate the public and lawmakers on the real business and public service value of unmanned systems.

So exercised are some US citizens about the domestic use of drones that Deer Trail, Colorado is proposing to allow its folk to shoot down small UAS used for surveillance. A $100 bounty would be given to hunters that bring in the UAS remains.

Adding to those concerns is the unrelated revelation that the US National Security Agency unlawfully collected thousands of electronic communications and emails between Americans as part of its search for terrorist activity. Members of the US Congress have received numerous calls from constituents and privacy advocates on the civil use of UAS. Some people believe that large UAS, such as the Predator and Global Hawk, used in war zones and to patrol US borders, could be used to spy on Americans.

“There are a lot of unfounded fears about military systems being used domestically,” said Ben Gielow, general counsel for the Association for Unmanned Vehicle Systems International (AUVSI), which held in annual convention this summer in Washington D.C. “That is not the case.” Nevertheless, “a lot of work needs to be done about what is the commercial UAS industry, how it will be used, and how FAA will regulate it,” he said.

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CAT MAGAZINE 5.2013

Most UAS being built for commercial use these days weigh less than 50 pounds and don’t have the range or sophisticated surveillance equipment used by military drones.

Civil Uses There are numerous potential civil uses for UAS that have nothing to do with spying on law-abiding citizens. Among them: agriculture monitoring; disaster management; wildfire mapping; law enforcement; telecommunications; weather monitoring; aerial imaging/ mapping; environmental monitoring; television news coverage and movie making; oil and gas exploration and thermal infrared power line surveys.

Seventy-five percent of attendees at AUVSI’s convention were associated with the commercial UAS industry.

Precision agriculture and public safety are considered the more promising areas for the civil use of UAS, according to AUVSI’s economic report. Integrating UAS into the National Airspace System (NAS) will generate $13.6 billion in the first three years of integration and $82.1 billion between 2015 and 2025, the

AeroVironment's Puma AE is providing oil spill monitoring and wildlife observation.

Image credit: AeroVironment, Inc.

study states. More than 70,000 new jobs will be created in the first three years of integration, more than 100,000 by 2025.

The FAA Modernization Reform Act of 2012 mandates that the FAA develops regulatory and training standards for commercial use of UAS by 2015. (See sidebar) One provision states that the FAA must allow for commercial, small UAVs to fly over the Arctic Ocean beyond the line of site.

Standards Before commercial operations may begin over US air space, the FAA needs to create operational, technical and safety standards. The agency has a tremendous challenge ahead “when you consider the complexity of unmanned systems in terms of command and control, detect and avoid technology and the ability to coexist in unrestricted airspace,” said ALPA First Vice President Sean Cassidy, who spoke at the AUVSI’s Convention.

Cassidy said a set of licensing standards, training methodologies and medical certification standards for the UAS pilot — similar to what exists for professional pilots — is needed before UAS is integrated into the same airspace as commercial airliners.

At present, RTCA, which develops technical guidance for use by federal regulatory agencies, is developing guidelines for detect and avoid as well as what to do when communications is

lost between a ground station and an unmanned aircraft.

Ground-based operators of UAS don’t necessarily need to be commercial licensed pilots, but training must be similar. “If they are going to coexist in the same airspace we’re flying commercial airliners, they should meet the same training standards we have to meet,” said Cassidy.

According to industry experts, there are two distinct groups of civil UAS. One group consists of the larger complex systems that will eventually fly at various altitudes in the NAS, including Class A airspace. The other group is the sUAS that will operate in uncontrolled airspace at or below 400 feet AGL, which the FAA now allows on a limited basis.

The FAA was to have selected six test sites for UAS commercial use in 2012, but the announcement was held up due to privacy concerns, said the agency.

The FAA now expects the announcement by the end of 2013, but that is not certain. Congress said that climate and geographic diversity need to be considered when selecting the sites.

The FAA said it received 25 proposals from 24 states. Attending AUVSI’s convention were representatives from Florida, Nevada, Oklahoma, Arizona, North Dakota and Utah.

The FAA’s limited approval for commercial use of two drones off the coast of Alaska opens the door to a lucrative com-

mercial UAS market. One drone, an AeroVironment Inc. Puma AE is providing oil spill monitoring and wildlife observation on behalf of ConocoPhilips in the Beaufort Sea. The other UAS, manufactured by Boeing Co.’s Insitu ScanEagle is monitoring migrating whales and ice flows.

“We’re leveraging our experience in military systems technologies to create products for civilian market,” said Gabriel Torres, Project/Program Manager and Chief Engineer at AeroVironment.

Up until recently, non-military or law enforcement related government agencies were the only ones operating UAS. The US Geological Survey is using AeroVironment Ravens for monitoring of bird populations, erosion control, mapping and firefighting.

The National Oceanic and Atmospheric Administration (NOAA), which monitors the oceans and atmosphere, are using the Puma AE for wildlife monitoring.

AeroVironment also manufacturers the hover-capable CUBE unmanned system. The Grand Forks County Sheriff’s Office in North Dakota is one of the first law enforcement agencies to operate the CUBE over 16 counties in the Northeast corner of North Dakota.

The Raven is also used for the US Army, the WASP for the Air Force Special Operations and Dragon Eye for the Marine Corps.

At present, the FAA allows small UAS to operate up to 400 feet above ground

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23

Civil UAS level and within ¾ mile line of sight. Even with these constraints, law enforcement is able to use UAS to conduct search and rescue and as a surveillance tool for suspected criminal activity.

Trainers Ready Colleges, universities and independent schools are a lot further along in educating future UAS pilots and engineers, despite the lack of regulatory guidance from authorities and public support.

Embry-Riddle and the John D. Odegard School of Aerospace Sciences at the University of North Dakota have UAS curriculum’s that will provide degreed pilots and engineers of unmanned systems to work in the commercial industry.

Embry-Riddle, which has been training pilots since 1926, began offering pilot training of unmanned systems three years ago. As of Fall 2013, Embry-Riddle will offer undergraduate major and minor programs of UAS, plus a new Master of Science in Unmanned & Autonomous Systems Engineering (MSUASE), said Alex Mirot, Program Coordinator and Assistant Professor, Unmanned Aircraft Systems at ERAU’s Daytona, Fla. campus. EmbryRiddle said the program could be the only one of its kind dealing with unmanned systems for air, land and sea.

“We’re looking for people coming into the program that are interested in unmanned air, ground and sea vehicles with a background in engineering,” said Richard Stansbury (Ph.D.), associate professor, computer engineering and science at ERAU. Stansbury is coordinating the implementation of the Master of Science in Unmanned & Autonomous Systems Engineering program.

The majority of Master degree candidates, he said, received undergraduate degrees in traditional mechanical, computer, software and aerospace engineering.

The MSUASE program will develop engineers by covering UAS controls, the variety of unmanned systems platforms for aircraft, ground and sea. It prepares students to design, develop and support UASs, ranging from remote control to full autonomy. International students are allowed to enroll in MSUAUSE program with the exception of those from the socalled T-6 countries, such as North Korea, Iran and the Sudan, among others. Candidates for the pilot/operator program must be US citizens.

The need for UAS pilots and engineers extends beyond North America.

“Overseas, we’re seeing a growing need for unmanned systems, such as in wildlife conservation and tracking herds in

Africa, as well as in mining and photogrammetry,” said Mirot.

In 2009, The University of North Dakota’s John D. Odegard School of Aerospace Sciences unveiled its Bachelor of Science in Aeronautics program with a degree in UAS operations. First class graduated in 2011.

“We felt early on that unmanned systems were going to be a large segment of the future of aviation,” remembered Ben Trapnell, associate professor at the School of Aerospace Sciences. “Consequently, we needed to be out front with education and training.”

UND’s undergraduate program combines the commercial pilot license track with six UAS courses. All the students are commercial multi-engine rated fixedwing pilots or commercial instrument rated helicopter pilots, said Trapnell.

Courses include: introduction to UAS; systems of unmanned aircraft; ground systems of unmanned aircraft; communications and telemetry systems; and remote sensing. The last course gives students 70 hours of time on the Boeing Insitu ScanEagle simulator, produced by Corsair Engineering. In May 2013, UND acquired three multi-mission, Multi-platform UAS (IM3PUT) systems trainers and two IM3PUT Instructor Operator Stations (IOS).

“private sector aircraft for research and development, training and flight demonstrations.”

Second: operators can get a Certificate of Waiver or Authorization (CoA) for public (government) aircraft.

Third: Operators can obtain a type certification coupled with a Certificate of Authorization and Waiver (COWA), To achieve the Final Rule, the FAA is examining a host of certification requirements for UAS crewmember/pilot, including associated medical requirements, experience in manned aviation, authorized public and civil UAS operations as well as recommendations for small UAS (sUAS) commercial use by the Aviation Rulemaking Committee.

“We plan to mirror certification requirements for manned aviation [for

UAS operations] where it makes sense, and introduce difference approaches to certification, currency and training as needed.”

The FAA would use the same approach with medical requirements, mirroring certification requirements for manned aviation if it makes sense “or adapt where it does not.”

The FAA declined to speculate on how the requirements will be implemented because it is currently developing a sUAS rulemaking proposal.

The FAA said integrating UAS into the National Airspace System (NAS) would be “incremental.” The plan is to release the Notice for Proposed Rulemaking for sUAS in 2014. Longer term, the FAA intends to integrate UAS into the NextGen NAS.

Waiting for FAA Like Godot, the unmanned aerial systems (UAS) industry waits on the FAA. The agency must issue regulations for the domestic commercial use of unmanned aerial systems (UAS) by 2015, and satisfy privacy concerns, before the industry can ever emerge from limbo and grow.

The FAA declined CAT’s request to interview Jim Williams, who heads up the agency’s UAS Integration Office. It did, however, provide answers to our questions, which reveal that some progress is being made toward jump starting the commercial UAS business. Not counting hobby and recreational use, there are three ways currently to obtain before 2015 FAA approval to operate UAS domestically. The first is to obtain a special airworthiness experimental certification sector for UAS aircraft for 24

CAT MAGAZINE 5.2013

UND set two major goals when they unveiled the UAS undergraduate program. Prospective UAS pilots “needed to understand the environment in which they would operate,” said Trapnell, referring to the US National Airspace System.

Second, he said, “we wanted to bridge the gap between the engineer and the pilot,” who might not fully understand automation technology.

Trapnell believes that agriculture will be one of the chief beneficiaries of UAS. Trapnell’s farmer son-in-law, who cultivates over 25,000 acres of land, is looking for a way to oversee his crops to determine which fields need to be watered and/or fertilized. A small, low-cost UAS would provide a tremendous dollar savings and be more efficient, said the professor. The only way to get that information presently is by satellite imagery or walking the fields.

Blacksburg, Va.-based Virginia Polytechnic Institute and State University, better known as Virginia Tech, has a UAS related Masters of Science and Engineer-

ing program, but does not include all modes of UAS transportation modes.

Kansas State University School of Aviation, Salina campus, offers a Bachelor of Science in UAS. According to its website, the mission of K-State - Salina is to “facilitate and promote the safe incorporation of UAS into the NAS above Kansas and beyond.” Through the UAS program, students learn operational guidelines, policies for UAS flying, as well as how to operate UAS. Veteran aviator and instructor John La Roche is the Director of the Montrealbased industry service department of CQFA, the aviation school of Chicoutimi College located in Saint-Honoré. CQFA Montreal offers 54 on-demand courses, mostly geared toward aviation management. A lot of Canadian government employees have attended.

In October 2013, CQFA Montreal will launch a tuition free, 130-hour light drone ab initio pilot’s course. The course consists of one week of e-learning (18.5 hours), one week ground school (44.5 hours) and one week of hands-on train-

ing, where students assemble and disassemble a light-weight, hover capable UAS owned by the Centre de Géomatique du Québec.

The hands-on training consists of 25 hours of e-simulator time and 42 hours of practice, which includes 21 hours of workshop time. Students get a CD from the college for e-learning and must buy a joystick to engage the online simulator.

UAS makers also offer training. AeroVironment provides a web-based operations course, which comes with a simulator feature that allows the students to practice flying the UAS. The online course is followed by a two-day course where students learn to fly an actual AeroVironment UAS. AeroVironment provides on-site training for the student UAS pilot.

The FAA predicts that 30,000 drones will fly over America in the next 20 years.

But unless the US government and industry allays privacy concerns, and the FAA implements workable regulations for the civil use of UAS, that number is likely to be significantly lower. cat

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25

Mobile Learning

Paperless Training Takes Off Chuck Weirauch provides an update on the use of mobile and paperless training.

W

ith the world's two largest airliner manufacturers taking major steps to foster the implementation of iPads as Electronic Flight Bags (EFBs) into the cockpits of their aircraft, it's becoming clear that more air carriers will adopt this mobile platform into their operations in the near future.

And it may not be too long before airlines begin telling flight schools that they will expect their new hires to be experienced in the use of these mobile devices as well.

Already, several airlines have already adopted the mobile platform as EFBs, including American Airlines, United Airlines, Qantas, Alaska Airlines, Frontier Airlines, SriLankan Airlines and Volga-Dnepr Airlines, along with UPS, according to Rick Ellerbrock, Chief Strategist for Jeppesen & Boeing Digital Aviation.

Jeppesen already provides the navigational charts and other operational apps that provide the basis of most content aboard iPad EFBs. At the end of June, JetBlue Airways received FAA approval to give all pilots custom-equipped iPads, and the airline said that it will be training pilots in their use.

"Many airlines globally have received formal regulatory authorization for iPads as an EFB with Jeppesen charts," Ellerbrock said. "There are some airlines that have spoken publicly about their authorized programs, but this is just the tip of the iceberg. Many more airlines are moving to iPad and mobile EFB solutions, and are at various stages between line trial evaluations, to provisional authorization with paper backup, to full paperless."

Both Boeing, in partnership with EFB app content provider Jeppesen, and Airbus are behind the push for paperless cockpits. Rather than considering it a hand-held or strapped-down operational tool independent of cockpit instrumentation as Boeing does, Airbus considers the iPad as a link to its ground-based 26

C A T M AGA Z INE 5 . 2 0 1 3

FlySmart information technology system that was developed by Rockwell Collins, with FlySmart apps onboard the cockpit iPad. Qantas was the launch customer for the ‘FlySmart with Airbus’ cockpit application. These apps will be used by all pilots in the airline who fly Airbus aircraft.

Mobile Training on its Way While the move to paperless cockpits and iPads as EFBs is clear, what is not at this point is whether airlines are planning to employ such mobile devices as platforms for flight crew training, or even training for initial hires in the use of the platform.

According to American Airlines it currently only has a small amount of mobile/ remote training in place, but that it is an area that the airline is investigating. American is the first major commercial airline to gain approval to employ iPads in all of its aircraft cockpits during all phases of flight.

However, Sherry Carbary, who is VP of Boeing Flight Services, sees tremendous potential in employing mobile devices for flight crew training as well as for airline operations. She feels that doing so will provide more productive and efficient training that can be suited for both the next generation of pilots as well as airline veterans.

She sees pilots using the apps during long-

A number of airlines have already adopted the mobile platform as EFBs, including United Airlines.

Image Credit: United Airlines.

haul flights to study for recurrent training, while students could employ them in hotels during layovers, for example.

Boeing Flight Services is in the process of taking some of its flight operations products and transforming them into mobile-friendly apps, such as an integrated quick-reference handbook and onboard performance tools. On a longer range, the company will start creating new training content with mobile learning in mind. The goal is to make training more interactive, possibly including some gaming-based technology in the apps as well in the future.

"We are all on this journey of moving from paper to digital, so what we are trying to do from a training perspective is to move things from the desktop to something that is more mobile and accessible so that the data works really well on the device," Carbary explained. "Paper doesn't provide you with any feedback.

Digital apps are getting better and better to be able to provide that feedback and situational awareness and give you a better teaching experience."

While enhancing the training experience, mobile apps also help address the aviation industry's need to change the way it trains, especially for the next generation of pilots, Carbary pointed out. However, the industry must collectively work together to establish the same kind of standards for mobile learning applications as it has for more traditional training content.

One App Does it All Just as iPads serve as the repository for operational apps in the cockpit, one of the latest trends is to have an app that is the one-stop training tool which serves as the library for every app students and pilots would ever need. With more than 500 apps for Apple mobile devices listed on AviatorApps (http://aviatorapps.com), for example, these one-stop apps seek to end the confusion of choosing the best apps for operations and training.

One of the most recent everythingapps, just released this August is Aerosim's ETHOS Pilot Training Suite, which provides cockpit and aircraft systems familiarization and procedure training, along with a fully simulated FMS trainer.

ETHOS also includes the company's previously released Checkride exam self-study guide. The first ETHOS version to be released is for the Airbus A320 aircraft. According to Aerosim's product marketing manager Erik Tobler, the app was designed to be used by students before their full flight simulator sessions to help address a training gap.

"We continue to see that specifically for airline pilot training, there continues to be a struggle where once the flight crews get into a full flight simulator, there is still a group of pilots that are still struggling with the FMS or also even procedures. ETHOS basically harnesses what students would use at the training center and puts all of that into

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the hands of the user. There [in students' iPads], with repeated practice, there can be better preparation and more mastering of systems, the FMS and procedures well before the full flight simulator."

Like most apps, ETHOS resides natively on the mobile device and only needs to be connected online for linking to the Aerosim learning management system (LMS) and for updates. In the future, the company hopes to add additional training suites to the app, such as those specifically for recurrent training or AQP. Another everything-app designed to be a toolbox to consolidate the functions of a number of free-standing apps is the latest version of eKneeBoard developed

by Anywhere Education. According to Mike Shiflett, the company's director of Aviation Content and former CEO of MS Aviation, the app includes all operational charts and such things as a flight planner to function as an EFB while including mobile versions of classroom courseware. Depending on what a flight school might want to include, it can also feature a resource management system app for the scheduling and dispatch of the flight schools training aircraft, for example.

"So you can see that it is really designed to be one place to go to for just about everything a pilot or instructor needs to do on a daily basis," Shiflett said. "Flight schools can add on to it to customize whatever they want to put

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into the eKneeBoard library, including procedure update notes, for example."

Several flight schools are already employing eKneeBoard into their flight operations and academics, with US Aviation Academy employing it for the training of their Air China students and Liberty University using it in the cockpit for all of their charting functions. Some universities are using the app as a supplement to their academics, while a commuter airline will soon be conducting recurrent training with eKneeBoard.

"All of the flight schools are getting the idea that they are going to need to start using mobile applications for their operations and training, and they want to do it," Shiflett pointed out. "They see the handwriting on the wall. It's only a matter of time before air carriers turn around to the flight schools and say that you have to train students to use mobile devices as EFBs and for training."

According to Barry Janisse, VP of Sales and Marketing at aviation courseware provider CPaT, the mobile solution world is "fast approaching". One key advantage that flight schools and airlines appreciate the most with mobile training apps is that they are paperless, no-setup time courses, eliminating the amount of time and effort that a student has to take to set up a training session. This means that the student is more inclined to use the courseware.

CPaT has recently been upgrading all its content for offline mobile applications with its Flight Ready Training platform. This platform incorporates HTML 5, the newest version of Internet language that can run on any computer platform and is particularly suited for any type of mobile device. Janisse reported that customers are using the company's courseware to enhance their own, particularly in South America, Australia and Indonesia. "It's spreading like a wildfire," Janisse noted.

much more productive. The students really seem to be engaged with the actual hands-on operations now."

Suzanne Kearns, Assistant Professor of Commercial Aviation Management at the University of Western Ontario, feels that mobile learning has really brought an opportunity for the aviation industry to rethink learning in general. The goal is to find ways to optimize learning in this type of environment.

Kearns has done just that by developing a new series of mobile-device based short courses on pilot safety that she has dubbed SNAP courses. They are seven-minute long modules that focus on such things as the recognition of fatigue and the importance of decision-making as they relate to safety.

Rather than be exposed to such messages just one or two times a year in recurrent training, students are asked to review these courses one or two times a week, either before or after classroom instruction. The idea is to reinforce safety concepts in this manner to help maintain their retention not only during their formal instruction but well into their careers as well. Kearns will be promoting her SNAP approach through the Aviation Industry Computer-based Training Committee (AICC) and the University Aviation Association (UAA), with a study now underway as to the effectiveness of this approach.

"We want pilots to think that safety is something that happens every day, not just in the classroom," Kearns explained.

"And that's why I think that mobile is just such a natural application for this message. Mobile is personal, it's yours, it's in your pocket and it's a part of your life." cat

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Mobile Enhanced Learning A few flight schools already consider mobile applications such an important element of training that they require their students to have an iPad as the repository for all of the schools courseware, as does ATP Flight School. Flight Training International announced earlier this year that it will issue an iPad EFB to all students. Others, like Phoenix East in Daytona Beach, Florida, Western Michigan University and the University of Western Ontario have voluntary programs for iPad use but see students rapidly adopting their use and reaping several benefits from them.

According to Lori Brown, Assistant Professor at Western Michigan's College of Aviation, the university has started using the iPad in the classroom to try to turn the classroom into a more engaging mobile lab rather than the traditional environment. The aviation college employs apps for its aircraft systems courses like Aerosim's Checkride for the CRJ aircraft. Recently, her classes have employed the mobile version of the game-based XPlane flight simulator to create a whole FMS lab where they can actually enter their flight plans into the simulator's virtual FMS. "This approach lets us get away from a lecture and a PowerPoint presentation to allow the student to actually get a chance to work hands-on to understand the systems before they go into the full flight simulator sessions," Brown explained. "Because the simulator is so expensive to operate, we found that using the iPad beforehand is a great bridge and the simulator time is now

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Show report

Growth in Asia Reflected at APATS 2013 Held in Bangkok, Thailand, the 2013 Asia Pacific Airline Training Symposium (APATS) explored aviation flight training and simulation from the Asia Pacific region. Chris Long reports.

T

he recent boost to aircraft orders at the 15th Aviation Expo China 2013 in Beijing showed that, if any proof were needed, the continuing growth in civil aviation in Asia shows no signs of slowing. APATS 2013 reflected that same trend in that it, too, has continued to grow at an impressive rate. For the first time in the series of APATS events, just over 400 attendees were present, and the number of airlines attending increased to 36. Regulators from seven countries attended, and the number of exhibitors also increased to 48. This very healthy growth in numbers was supported yet again by a particularly strong team of expert speakers, with over 60% being based in the region.

The conference welcomed Mr. Voradej Hanprasert, Director General of the Department of Civil Aviation, Thailand, as the keynote speaker, and he encouraged the adoption of tools and methods appropriate for aviation training in the 21st century, and also emphasised Platinum Sponsor:

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the necessity to attract and retain new entrants into the industry. Bob Bellitto of Boeing used the recently-released Boeing 2013 Pilot and Technician Outlook to scale the size of the training task challenges in the region.

The topics in the conference focussed on some of the international initiatives now driving change, together with human factors, selection and training patterns for ab initio pilots, as well as views on the theory and implementation of Evidence Based Training (EBT). An illustration of this was the shaping of the Silver Sponsors:

training for the introduction of the Thai Airways A380 - where there was considerable emphasis on training how to cope with any incident like that of QF32, which drew on skills beyond “simple� aircraft operation. The final segment examined the technology available and how to best integrate training in this technology into current training. It can happen that new technology is adopted into existing fleets without sufficient dedicated training in its use, and the full functionality and advantages are not always understood and used to best advantage by crews.

Building on last year's successful initiative to use basic IT to facilitate questions from the delegates, this year saw a slight change of format to enhance that interaction. Each of the subjects was introduced through specialists delivering expert presentations, and then, on the second day, discussion panels made up of those same experts were able to respond to questions which had been sent in by the delegates via email, text Official Carrier:

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Above Over 400 attendees were present at this year's event.

Left Mr. Voradej Hanprasert, Director General of the Department of Civil Aviation, Thailand.

Right Impressions from the exhibition hall.

All images: Halldale Group.

or tweets - either during the initial presentations or, more frequently, during the live Question and Answer sessions.

The Moderators were able to pick out the most significant queries, and it was interesting to note that frequently several separate questions actually addressed the same issues. Clearly some of the concerns were shared by a good proportion of the delegates.

Given that now an absolute tsunami of data is being captured right across commercial aircraft operation, there was great stress made on the importance of proper scientific analysis by experts of such data. In some case it is apparent that uninformed judgements can be made on the raw data alone, and with that comes the risk of inappropriate changes to training programmes. What properly handled data can reveal, however, can sometimes be surprising, and lead to significant re-focus on training tasks.

To illustrate that point, for instance, there has been general recognition that go-arounds have frequently been poorly flown, most particularly when initiated anywhere other than a missed approach point. Through careful analysis, Lufthansa looked at data from both real operations and simulator training, and as a result were able to make significant changes of emphasis on training for competency in missed approaches. Similarly, other data on unstable approaches revealed a common reluctance to execute a missed approach - suggesting that some airline standard operating procedures may need greater clarity and revision.

The lively debates which took place between the delegates after each session and into the networking reception and coffee/lunch breaks were a clear indicator of the value of sharing peer knowledge and experience - a major benefit of these conferences. A nice illustration of where such meetings can lead was shown by Pan Am, who announced during APATS 2013 that Assumption University and Pan Am International Flight Academy have signed a Memorandum of Understanding to develop a flight simulator training centre at Assumption's Suvarnabhumi Campus. The initial discussions for this were started at an earlier APATS event, and have now led to this encouraging development. The buzz of conversation in the Exhibition Hall suggested many more similar initiatives may well have seen the first light of day here in Bangkok.

Once again, APATS has spurred interest from an increasingly wide range of countries, airlines, organisations and suppliers. With the optimistic future still being forecast in Asia, the role of APATS in presenting best practice and stimulating the debate on issues right at the heart of airline pilot training has firmly established it as the primary training event of its kind in the region. cat - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E

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31

World News & Analysis

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

PILOT TRAINING FlightPath International and Ethiopian Airlines have announced the continued success of the International Civil Aviation Organisation (ICAO) standard Multi-Crew Pilot Licence (MPL) programme that FPI designed and implemented for Ethiopian Airlines in October 2011. Recently, 26 of the first 48 cadets being trained with the MPL programme graduated with 100% pass rate.

The Airline Academy of Australia (AAA) has launched a new venture targeted to assist low time pilots to make the transition from Commercial piston or Turbo prop pilot, to Airline Jet pilot and to hone the skills of those already flying in a multi crew environment. The launch of the new division has seen the organisation invest in a multi-million dollar programme of infrastructure and training development to deliver a suite of products which will greatly benefit pilots heading for the airlines. The main cornerstone of the project has been the installation of a state of the art, PS3.5 fixed base device based on the Boeing 737-800 from Pacific Simulators. It is certified by the Civil Aviation Authority (CASA) as a Category 'B' Synthetic Trainer in accordance with FSD-2 Regulations.

SimCom has completed the first initial training course for the new Total Eclipse using its recently qualified state-of-the-art Level D full flight simulator equipped with IFMS avionics.

The course is comprised of six days of ground school, fourteen hours of brief/debrief time, and eighteen hours of simulator training. All systems and phases of flight are covered during 32

CAT MAGAZINE 5.2013

FlightSafety International has introduced its new generation VITAL 1100 visual system. "VITAL 1100 offers unprecedented fidelity for a wide variety of uses with full flight simulators and a complete range of other advanced training devices," said Jon Hester, general manager, Visual Systems. "Our team of highly qualified engineers and designers developed VITAL 1100 based on customer requirements and the experience gained during more than 44 years of producing the successful series of VITAL visual systems."

The computational performance of VITAL 1100 is five times greater than that of its popular predecessor, the VITAL X. This significantly enhances training by providing mission-specific imagery with vastly improved scene content and unprecedented levels of detail. VITAL 1100 can provide system resolutions that are well over 20 million pixels for a typical out the window field of view of 200 degrees horizontally. This tremendous increase in resolution capability offers a substantial improvement in visual acuity. Target recognition and identification are greatly enhanced while additional scene resolution is provided by the system's superior high definition microtexture. This gives the viewer the necessary resolution for virtually any altitude and position, whether on short final in a fixed wing aircraft, or during hover/land maneuvering in a rotary wing platform.

initial training. Customers develop a thorough understanding of the IFMS avionics system allowing them to use it to its fullest potential in both normal and emergency situations.

Training is now underway at the CAE Simulation Training P.L. centre in Delhi. The training centre is a joint venture between CAE and Interglobe

and currently houses two full flight simulators. With its six simulator bays, the centre will be able to train over 5,000 professionals per year, at full capacity. It is equipped with two CAE Series 7000 A320s certified level D, provides "wet" and "dry" typerating, recurrent, conversion and jet indoctrination training for commercial

aircraft pilots; and has CAE Simfinity multimedia classrooms as well as computer-based training and brief/ debrief facilities.

Boeing has launched its 787 customer training in Miami, Florida, at the company's largest commercial aviation training campus. Aeromexico and LAN Airlines are the first two customers to train on the 787 suites.

Boeing also established Miami as its pro forma flight training campus for the Americas. Boeing has installed two 787 full flight simulators, a NextGeneration 737 full flight simulator, and 717, 747 and 767 simulators at its Miami center. An additional 777 simulator will be installed later this year. These seven devices will bring the total capability in Miami to 17 full flight simulators across airplane types.

Boeing projects the commercial aviation industry will need more than one million new pilots and technicians to support the expanding demand for new airplane deliveries over the next two decades, in its 2013 Pilot and Technician Outlook. Projected pilot demand is increasing worldwide, as is demand for technicians in some regions. The Boeing outlook indicates that by 2032 the world will require 498,000 new commercial airline pilots and 556,000 new commercial airline maintenance technicians. The 2013 outlook projects significant increases in pilot demand, compared to previous forecasts, in all regions except Europe, which declined slightly over last year's outlook. Overall, the demand is driven by steadily increasing airplane deliveries, particularly single-aisle airplanes, and represents a global requirement for about 25,000 new pilots annually.

Global demand for technicians remains significant, at approximately 28,000 new technicians required annually.

However, the introduction of more efficient and smarter airplanes will require fewer mechanics over time, as aging aircraft, which typically require more maintenance, are retired from service. New airplane technologies featuring more advanced components are likely to lead in some areas to lower maintenance requirements

and corresponding lower technician demand.

A special authorization by the Federal Aviation Administration (FAA) grants Embry-Riddle Aeronautical University the authority to certify its Aeronautical Science degree graduates the opportunity to apply for first officer status upon reaching 1,000 hours and therefore eligible sooner to work for commercial airlines. Effective immediately, pilots with 1,000 flight hours rather than 1,500 hours will be eligible for a Restricted Airline Transport Pilot (ATP) license and the opportunity to apply for a first officer position with an airline.

Pan Am International Flight Academy has forged a new business relationship with Flight Experience, owned by Pacific Simulators 2010 Limited, based in Christchurch, New Zealand. This agreement will allow Flight Experience to offer initial pilot training through Pan Am, and advanced Type Rating courses at Pan Am facilities to customers planning to pursue a career in aviation.

Flight Training Adelaide will be providing training on three Mechtronix flight simulation training devices in its new Simulation Center in Parafield Airport by the end of the year.

The three simulators consist of two AscentŽ XJ Trainers™ and one A320 FFT X™-MPL. This suite of Mechtronix simulators is a main pillar of FTA's future MPL program, enabling the delivery of high-quality training for the intermediate phases of MPL. Created to service more airlines through the Asia Pacific region, FTA's Simulator Center already trains a number of carriers including Qantas, Cathay Pacific, Dragonair, JAL Express, Emirates and J-Air. Boeing subsidiary Jeppesen is teaming with multiple pilot training centers worldwide to guide cadets through the ab initio stage of training to become professional pilots. The Jeppesen ab initio pilot training program is the first step in a comprehensive Boeing flight training program that will advance student pilots through several stages of training from inexperienced newcomers to

becoming licensed commercial pilots.

As part of the Boeing Flight Services portfolio, the Jeppesen ab intio program prepares the student for the jet bridge training delivered by Boeing.

This gives students the advantage of a single source of training to move from cadet to jet pilot with the most respected companies in aviation.

Dubai-based Emirates Aviation College will utilize the Jeppesen flight school network to provide high quality ground and flight school instruction for cadets and help support a continued pipeline of qualified candidates destined for commercial aviation careers.

MAINTENANCE FlightSafety International has received approval from the European Aviation Safety Agency for more than 140 of the Part 147 maintenance courses it offers. The approval was granted in accordance with the EASA Training Needs Analysis regulation 1149/2011. The courses range from two to 25 days in duration, and are aligned to the latest standards set

by EASA as well as the Civil Aviation Authority of Australia, the Civil Aviation Administration of China, and Transport Canada. These courses include Maintenance Initial courses (T1 Courses), Avionics Initial Courses (T2), and Differences Courses for technicians who are transitioning from one airframe or one category to another. Courses are available for technicians who support and maintain Pratt & Whitney Canada engines and aircraft manufactured by Beechcraft, Bombardier, Cessna, Dassault Falcon, Gulfstream, Hawker and Sikorsky.

Sky Unlimited is headquartered in The Netherlands but operates worldwide. Our main business is aviation training, ranging from ground school-, simulator- to (on the job) aircraft training (Dash 8/Fokker/ Boeing/Airbus). Besides, we provide upset recovery training (using Extra aircraft), consultancy, test-/ferry flying and pilot provisioning. Our strength is flexibility and cost consciousness, without compromising on quality and professionalism.

www.skyunltd.com CAT MAGAZINE 5.2013

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THIS EVENT PROVIDES A UNIQUE OPPORTUNITY TO EXCHANGE VIEWS, BEST PRACTICES AND EXPERIENCES ON HOW TO ENSURE THAT ENOUGH QUALIFIED AND COMPETENT AVIATION PROFESSIONALS ARE AVAILABLE TO OPERATE, MANAGE AND MAINTAIN THE FUTURE OF THE INTERNATIONAL AIR TRANSPORT SYSTEM. THE SYMPOSIUM ALSO REPRESENTS AN IDEAL FORUM TO DISCUSS HUMAN RESOURCES, PARTNERSHIPS AND TRAINING ISSUES WITH ICAO, REGIONAL ORGANIZATIONS, STATES, TRAINING ORGANIZATIONS, OPERATORS AND THE INDUSTRY.

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The Institution of Mechanical Engineers and British Airways have agreed to work together to support the development and training of engineers. A Letter of Intent agrees for both organisations to cooperate to ensure the sustainable growth and technological advancement of the aviation industry. It outlines how the Learning and Development unit of the Institution and British Airways can work together to fulfil their joint aims.

Particular focus will be given to the provision of quality, industry leading learning and development for aviation technicians and engineers in the commercial airline industry.

EgyptAir Training Center has announced its capacity to conduct specialized maintenance training including EWIS (Electrical Wiring Interconnection System) and Damage Assessment and Reporting for aircraft maintenance engineers. All personnel in part 145 and part M organizations who are directly involved in the inspection of EWIS are offered this mandatory program to increase their awareness and skills required.

During the International Aviation and Space Salon MAKS-2013, Airbus and S7 Engineering signed an agreement to develop a long term maintenance partnership in the region.

As part of this, S7 Engineering will acquire Airbus training skills and standards to provide OEM-backed maintenance training capabilities for its personnel and for A320 Family operators in the region. Additionally, this partnership will leverage Airbus' latest technology training media and tailor the syllabus for the Russian environment and local language. The scope of the agreement covers complete standardization of S7 Engineering's instructors and quality processes to enable their integration into Airbus' maintenance training organisation exposure; deployment of Airbus Competence Training equipped with innovative digital tools, ensuring active learning in virtual aircraft environment; delivery of Airbus type rating and specialized courses; and applying Airbus' optimized standards of courseware, curriculum and standards.

Assumption University (AU) and Pan Am International Flight Academy (Pan Am) have signed a Memorandum of Understanding (MOU) to develop a flight simulator training center at Assumption's Suvarnabhumi Campus.

Pan Am intends to move three additional full flight simulators to the campus. These simulators, along with the University's existing Airbus 320 simulator, will be available for training by the second quarter of 2014. The programs that AU and Pan Am will cooperate on are Type Rating training, cadet pilot training with airline procedure, cabin crew training, aircraft maintenance training and air traffic control training.

CABIN CREW EDM Ltd. has been selected by All Nippon Airways (ANA) to design, manufacture and install new Boeing B777 and B767 door trainers for the airline.

EDM was awarded the new business as part of an international tender with delivery expected at the end of February 2014 at ANA's training centre in Ota-ku, Tokyo. The door trainers will comprise full functional main doors with attendant seat, local monuments and EDM standard features including normal door operation, emergency opening with power assist, simulated audio sounds, handle jam, door jam, and emergency opening power assist failure.

system. SimCom has also upgraded the visual systems on a number of its FTD's including the King Air 350 Proline, Pilatus PC-12NG, PC-12 Series 9, Socata TBM-700, Mitsubishi MU-2B60 and MU-2B-35.

Turkish Airlines has selected Rockwell Collins’ EPŽ-8000 image generation and newest liquid crystal on silicon (LCoS) projection systems for its entire flight simulation platform, which includes nine simulators.

Deliveries will occur later this year.

Rockwell Collins' EP-8000 features the industry's most advanced projection technology for producing high-fidelity

VISUAL SYSTEMS SimCom has recently upgraded the visual display systems on their Lear 35 and Hawker 800 full flight simulators. The enhancements now offer a vivid daylight training environment combined with real satellite imagery.

Virtually any weather condition can be presented including rain, snow, lightning, fog, patchy fog and storm cells. Visual imagery is generated by the new Redifun Simulation Inc. (RSI) raster extended terrain system. The image generator offers greater rendering of models for more realistic effects.

The imagery is displayed through a Q4 Services fixed matrix projection

Instructor of Simulator Maintenance Technology Lake Region State College Applications are being accepted for the position of Simulator Maintenance Technology Instructor.

This is a full-time, non-tenure track position.

Please see our website at www.lrsc.edu for qualifications and information on how to apply.

First Screening: 11/08/2013.

For more information contact: Human Resources, 1-800-443-1313, ext. 21550.

www.lrsc.edu

CAT MAGAZINE 5.2013

35

World News & Analysis realism over large areas. By selecting the system for all of its simulators, this realism, especially for airports, will be common across all Turkish Airlines simulators for consistent training.

JVC Professional Products Company has announced the DLAVS2200ZG D-ILA projector. The latest Visualization Series model offers 1920x1080 native resolution, and its next-generation optical engine delivers a minimum of 18,000:1 native contrast ratio. Build around an optical engine with three D-ILA imaging devices, the DLA-VS2200ZG offers a seven-axis adjustable color management system (CMS), 12-bit gamma correction with six user adjustable gamma presets, 16 step lens aperture control, and 10-bit color depth via its two HDMI 1.4a inputs.

FLIGHT SIMULATORS CAE has signed a contract for eight full flight simulators (FFSs), flight training devices and a 15-year maintenance and service agreement with an undisclosed customer. This is worth approximately C$210 million and brings the total number of FFS sales CAE has announced to date in fiscal year 2014 to 23.

Alsim can now count a new operator amongst its clients, Norway's University of Tromso School of Aviation (UTSA), located in the north of Norway, has chosen the ALX to contribute to their flight school's excellence.

FTD Consulting has launched a new international internet platform called "Flight Simulator Trader". It is intended to be an independent plat-

form for trading new and used professional flight simulators. In particular, FST trades flight simulation training devices (FSTDs). Flight Simulator Trader also offers a section for other training devices, which cannot be approved for pilot training, but which might add to any type of training or business use intended.

Mechtronix has delivered and commissioned its fixed-base Airbus A320 FFT X™ - MPL for ST Aerospace Academy (STAA), the commercial pilot training arm of ST Aerospace, in support of the academy's Multi-crew pilot license (MPL) training. The concept of a device purely to support MPL Phase II training outcomes was conceived five years ago collaboratively by STAA, Mechtronix and MPL consultant Dieter Harms. The vision was to

More Realistic Training Airlines today are facing the need to provide more realistic training for their pilots, especially for new hires who are used to and expect the latest advances in technology to be incorporated into their training. This often means providing more visual systems capability than the minimums that are required by aviation regulatory agencies for Level D full flight simulators.

Along with acquiring brand-new and expensive full flight simulators, some airlines are turning to upgrading their older Level D FFSs with new visual systems to meet this need. One newer technology that has been found to help reduce simulator operating and maintenance costs while increasing resolution and realism has been the incorporation of DLP LED-based visual systems.

When RSI Visual Systems provided Hainan Airlines with the first DLP LED visual system in China for the airline's older Boeing 737NG full flight simulator, which was certified this August, the company was simply abiding by its core philosophy of providing the latest technology in the shortest amount of time to meet the needs of its customer.

The upgrade provides the airline's simulator with the company's XT4 visual system that features four million pixels per channel and utilizes projectiondesign's WQXGA solid-state LED-DLP projectors. This system provides twice the pixel performance and higher resolution than previously employed in the Hainan FFS, according to Alasdair MacPherson, RSI's Managing Director for Sales and Marketing.

In April, RSI completed two installations at British Airways Flight Training Center on the airline's A380 and B787 FFSs with the same visual system, as it did last year for one of the flight training center's Airbus A320 FFS. According to the company, this 36

CAT MAGAZINE 5.2013

latter upgrade was the first time that four-meg DLP LED projectors had been employed for Level D FFS training.

"Users and pilots' expectations are not just met by the minimal standards," MacPherson said. "Today's pilots are familiar with computer games and advanced visual technologies. So we are working to leverage those games technologies to keep increasing the realism of the sims way beyond Level D capabilities. Enhancing the visual to make it more and more real is very desirable."

With its commercial-off-the-shelf (COTS) component business model, RSI is very attuned to advances in personal computer technology, MacPherson said. By incorporating the latest PC computer processing units (CPUs) and graphics processing units (GPUs), the company has been able to increase visuals performance by 20 to 25 per cent over the past two years, he pointed out.

"So when we talk about adding more realism beyond Level D, we are getting the horsepower and functional capability from the gaming market," MacPherson explained. “This allows the visual system to process data faster and allows us to put more content into the scene, just because we are leveraging that technology."

Another aspect to recommending DLP LED visual systems to customers is the desire for both simulator manufacturers and airlines to optimize the life-cycle costs of the simulator's visual systems, MacPherson added. A significant part of that is in consumable component replacement for legacy visual systems. However, RSI is not wedded to DLP LED, but works with customers to find the latest visuals technology to meet their needs, he added.

"If something better than LED came out tomorrow that fits the customer's requirements, we would be ready to evaluate it and then deploy it in a relatively short period of time," MacPherson summed up. "This is our business model." – Chuck Weirauch

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World News & Analysis

Supporting Fleet Modernization Stephen Moynihan, Jetstar’s Manager for Communications in Australia, confirmed this August that his airline will be taking delivery of its first of 14 Boeing 787 Dreamliners in September which will progressively replace its fleet of A330s. The aircraft will operate on Jetstar long haul services to destinations including Thailand, Singapore, Hawaii and Japan.

To support the fleet modernization plan the Qantas Group has taken delivery of a B787 Dreamliner door trainer to help smooth the introduction of the new aircraft into the airline’s fleet. The RP Aero Systems-manufactured door trainer is essentially a replica of the B787 cabin door and includes a small section of fuselage which includes windows and scenes that can be changed depending on the training scenario required.

Peter Chase, RP Aero Systems’ New Business Manager, told CAT the trainer consists of a 1L main door with cabin attendant seat, EDW (electronically dimmable window) dimming system, automatically retractable oxygen masks and will be a true representation of the new B787 Dreamliner aircraft. “It includes RP's advanced electronic door hinge and handle control system and out of the window visual system,” Chase added.

The trainer has been designed to be as user friendly as possible with a door auto-close facility, which allows the instructor to automatically reset the door to the closed, handle locked and disarmed condition ready for the next student. Likewise following deployment of the oxygen masks, the instructor can automatically re-stow these by selection on the Instructor's Operation Station touch screen.

“The B787 door observation window is fitted with a new EDW, which allows the view through the observation window to be dimmed and total obscured. This has been replicated on the trainer as some regulators consider this to be an important feature which must be included in crew training,” Chase added.

Moynihan also provided an important insight on how airlines use training and enabling technology to prepare their crews operate new fleet aircraft. For their part, Jetstar’s A330 trained cabin crews who fly internationally will undergo a fiveday conversion course to operate on the B787 in accordance with Australian aviation safety regulations. “Cabin crew training will commence shortly ahead of Jetstar taking delivery of its first 787 by the end of September,” Moynihan commented.

The door trainer has been installed at the Qantas Group’s Flight Training Centre in Melbourne. This door trainer is able to be configured for a number of different cabin situations including a rapid descent or an emergency landing.

“RP Aero Systems have a long and successful relationship with the Qantas Group and this brings the total number of trainers supplied to the Qantas to nine, and total orders (all customers) for the B787 door trainer to seven,” Chase concluded. – Marty Kauchak

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CAT MAGAZINE 5.2013

develop a flight simulation training device (FSTD) solution for MPL basic to intermediate phase non type specific training in a fixed-base environment. The FFT X-MPL helps students to gradually migrate onto the aircraft they may ultimately fly, while maintaining the generic training principles from the very first day of Phase II training, right up until the type rating.

L-3 Link Simulation & Training’s (L-3 Link) Asian Aviation Training Centre (AATC) has received European Aviation Safety Agency (EASA) Level D certification on its Airbus 330 full flight simulator (FFS) and FTD 1 qualification on its A320/ A330 Airbus Pilot Transition (APT) trainer. The A330 flight systems training devices (FSTDs) represent Airbus Standard 2.4 and are fully configurable to simulate any A330-200 aircraft variant with Pratt & Whitney, Rolls-Royce or GE engines and using either GE/Thales or Honeywell Flight Management Guidance Systems. The A330 FFS, which is built on L-3 Link’s RealitySeven™ simulation product line, is equipped with RSI Visual Systems’ XT4 image generator and projectiondesign’s FL35 wqxga DLP® LED projection system.

Sim-Industries has announced an agreement with Lufthansa Flight Training to provide a new Boeing 777-300 full flight simulator for the airline's pilot training center. This marks the second flight training device agreement between Lufthansa Flight Training and Sim-Industries. Earlier this year, SimIndustries qualified a B737 Flat Panel Trainer at Lufthansa Flight Training's Berlin training center.

TRAINING CENTRES OPINICUS Corporation and Icelandair have established a flight training joint venture named OPINICUS Flight Training Iceland ehf, to provide flight crew training in Reykjavik, Iceland. Initial training is scheduled to be for B757 crews for Icelandair and other third party operators.

OPINICUS will install a B757 Level D full flight simulator in the new Reykjavik Flight Simulator training facility and provide maintenance and support services to the JV, and Icelandair will train their B757 flight crews in the facility. The simulator will use OPINICUS' state-of-the-art REALCue™ electric motion system and the latest in visual system display technology and image generation.

The Qantas Group has announced the creation of up to 100 new jobs with the establishment of maintenance and training facilities in Melbourne for Jetstar Airways as the airline prepares to take delivery of its first B787. State-of-the-art equipment, including a B787 simulator, will be installed at the group's flight training centre in Airport West as part of a $100 million investment.

The UK North East's largest flight training school, Durham Tees Flight Training (DTFT), has announced expansion to its current operation through the acquisition of St George Flight Training based at Durham Tees Valley and Newcastle Airports. Following the retirement of St George Flight Training's owner, Captain Eric Reed, the operations of both businesses will merge, with the Teesside operation merging with Durham Tees Flight Training and the Newcastle operation merging with Northumbria Flying School (also majority-

owned by DTFT). Following the merger, all staff, instructors and aircraft at St George Flight Training will remain within the business, meaning very little change and disruption to customer training schedules, or aircraft hire. The expanded Durham Tees Flight Training operation will consist of 15 aircraft and 13 instructors across two sites.

CBT/SOFTWARE CPaT has delivered a Custom EMB190 CBT for Copa Airlines in Play-ReadyTraining (PRT). The Copa EMB190 CBT will be deployed through the CPaT Mobile iPad Application.

Air Madagascar has selected Avsoft's B737-300/500 courseware for its training program. Avsoft’s CBT/ WBT courseware allows airlines and training centers to create Recurrent Ground School Modules, edit/modify exams, brand the CBT/WBT with their airline logo, and customize content free of charge.

Southern Illinois University (SIU) is using Avsoft’s CRJ200 pilot training course in its Aviation Training program. Students enrolled in SIU’s program will be able to take advantage of Avsoft's University program that lets students use Avsoft's Web Based Training program for a discounted price. The WBT version of the CRJ-200 Aircraft Systems training features 24 modules or 30 hours of intensive training, animations, easy maintenance of question database, testing and score keeping and individual student logins.

CPaT has delivered its Dash 8 CBT courseware to LATAM Airlines Group existing Dash course for full CPaT Mobile iPad App Availability. LATAM Airlines Group has a Dash Fleet of five aircraft in operation in Bogota and Medellin, Colombia.

HELICOPTER TRAINING AgustaWestland’s new AW189 flight training device (FTD) at its A. Marchetti Training Academy in Sesto Calende, Italy was qualified by an EASA / ENAC joint team to FTD Level 2 as per CS-FSTD(H). It is installed in

FlightSafety International has been selected by Tianjin Airlines to design and manufacture a full flight simulator for the Embraer 190 aircraft. The simulator will be installed at the HNA Sanya Aviation Training Center in Sanya, China. It is expected to receive Level D qualification from the Civil Aviation Administration of China following its installation in 2014. The device will be equipped with FlightSafety’s industry leading electric motion and control loading and enhanced VITAL X visual system. The visual database will include several locations specific to Tianjin Airlines operation.

the new simulation building that will include up to nine full flight simulators and five FTDs (flight training devices). The AW189 FFS will enter into service at the same time as the delivery and entry into service of the first AW189 helicopters. The FTD has been produced by AgustaWestland and is operated by Rotorsim Spa, a joint venture between CAE and AgustaWestland. It features the AgustaWestland-developed flight dynamic model, avionics and aircraft software modeling combined with CAE core simulation technologies, and a high performance visual system with 150 degree by 60 degree field-of-view 12 foot dome display system.

Frasca International, Inc. has won a contract to supply a dual-qualified Bell 407 FAA Level B full flight simulator/ Level 7 flight training device to Bell Helicopter for use at its Customer Training Academy in Fort Worth, Texas. The Frasca-built 407 will have capabilities to convert between the

standard Bell Model 407 and the 407 GX, equipped with the Garmin G1000 avionics system. The simulator will be used for initial aircraft qualification, recurrent training and instrument training. This will be the first simulator certified to this level by Frasca in the United States, although the company has provided similar simulators in Europe. It will include an NVG (Night Vision Goggle) mode to allow simulation of the NVG environment using the actual NVG appliance and will be used to support Bell’s effort to provide night vision training for its customers.

AgustaWestland has announced a comprehensive range of training services dedicated to the GrandNew light twin helicopter model available for global customers and supplied by AgustaWestland at the SwissAviation Training facility in Zurich. These training services are provided through a cooperation agreement with Swiss Aviation Training (SAT) for the supply of synthetic training services through CAT MAGAZINE 5.2013

39

World News & Analysis

Commercial Aircraft Sales May 15 to October 7 2013

Aircraft type

Number Operator/Buyer

A320 92

A320 6 A320 60 A320 50 A320 135 A320 25 A320 120 (58 Opt.) A320neo 36 A320neo 100 A320ceo 30

A321 20

A321 44

A330 10

A330 6 A330-300 10 A330-300 3 A350-AWB 4 A350-XWB 50 (20 Opt.) A350-XWB 56 (25 Opt.) A350-900 8 A350-1000 10

A380 4

3 B737-Max8 B737-Max8 30 B737-Max 60 B737-Max 65 B737-900ER 5 B737-900ER 5 B747-8 5 B747-8 3 B777-300ER 6 B777-300ER 9 B777-300ER 3 B787-9 3 B787-10 30 B787-10 10

Q400 Next Gen 2 (1 Opt.) Q400 Next Gen 50 Q400 Next Gen 10 Q400 Next Gen 4 CS100 10 CS100 16 (6 Opt.) CRJ1000 3

200 (100 PR) E175-E2 E190 7 E190-E2 50 (25 Opt.) E195-E2 50 (25 Opt.)

E195 1 E195 2

VietJetAir Syphax Airlines HKAC ICBC Leasing EasyJet BOC Leasing IAG / Vueling ALC Norwegian Delta Spirit Airlines Phillippine Airlines Phillippine Airlines SriLankan Airlines Delta SAS SriLankan Airlines Singapore Airlines Japan Airlines SAS United Transaero Airlines Travel Service CIT Aerospace TUI Travel Westjet Alaska Airlines Oman Air Korean Air Silk Way Airlines Korean Air Qatar Airways ANA ALC ALC GECAS Luxair IFC Alaska Air Arik Air Odyssey Airlines Gulf Air Arik Air SkyWest Conviasa ILFC ILFC Aurigny Air Service Belavia

the Swiss HEMS provider Rega's full flight simulator (FFS) signed earlier this year. Under this agreement a large range of services include type rating, refresher and recurrent courses, as well as instructor training, comprising theoretical ground training and utilizing the FFS which is operated by SAT. A GrandNew full flight simulator (FFS), designed and produced by 40

CAT MAGAZINE 5.2013

L-3 Link Simulation & Training’s (L-3 Link) Crawley, UK-based operation has concurrently received Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) Level D certifications on two Boeing 787-8 full flight simulators (FFS) installed at the Boeing Flight Services campus in Miami, Florida. On the two FFS’s, Boeing instructors can change simulator software loads to replicate how the aircraft operates when outfitted with Rolls-Royce Trent 1000 or General Electric GEnx engines.

The device has a fully functional avionics capability, including an Electronic Flight Bag (EFB) and Heads-Up Display (HUD) that allows all normal and non-normal procedures to be accomplished. L-3 Link also provided two briefing and debriefing stations per training device to improve training delivery efficiency and optimize use of the training suite.

L-3 Link UK is scheduled to complete additional Level D certifications on three 787 FFS during 2013. The 787 FFS are already installed at Boeing Flight Services’ London Gatwick and Singapore campuses, in addition to Qatar Airways’ integrated training center in Doha.

AgustaWestland is at the core of the training services.

CAE and Eurocopter have announced an agreement for an EC225 helicopter training facility in Norway, including a CAE 3000 Series Level D flight and mission simulator that will begin operation in 2015 as part of the Eurocopterapproved simulation center. The facility will be located at CAE’s training center in Norway. The simulator will be equipped with a CAE Tropos-6000 visual system and a Eurocopter original simulation package and is scheduled to begin operation in 2015.

Eurocopter and its local representative, OSTNES, intend to quickly extend the new Norway center's capabilities by installing an AS350 helicopter full flight simulator at the facility.

Sikorsky Aircraft Corp. and FlightSafety International have announced the launch of the first full

flight simulator for Sikorsky's S-76D™ helicopter platform. Located at FlightSafety's Learning Center in West Palm Beach, Florida, the new simulator replicates the aircraft's exact flight and operating characteristics. The simulator is designed to reduce maintenance requirements, improve reliability and maximize availability. FAA and EASA qualified, the unit is equipped with FlightSafety's newly enhanced VITAL visual system.

COMPANY NEWS Moving on its declared strategy of expanding its portfolio to include ancillary airline services, ANA has announced a definitive agreement to acquire Pan Am Holdings in a cash purchase. The deal is expected to be finalized by the year end subject to usual regula-

tory approvals. Mr. Shinichiro Ito, president & CEO of ANA Holdings stated that ANA saw a "significant opportunity to expand our ancillary airline services and pilot training is a key aspect of this. We already have expertise in this area, through Panda Flight Academy, and we are pleased to combine this with the strong reputation and track record of Pan Am." The two companies currently operate over 70 full flight simulators globally.

European Pilot Selection and Training, a founding member of the International Association of Flight Training Professionals (IAFTP), is to offer its flight training organization customers a 20% discount of EPST Selection Services (pilot handling skills testing and/or pilot attitude testing) for all current and future students if they become an IAFTP Corporate Member and implement the IAFTP eCV™ programme when it is available. For those flight training organisations with more than 125 applicants per year it will make the cost of the

excited with the new Training Center, we have had a large presence in Nairobi for the last five years and due to an overwhelming demand from our customers it was time to do something more permanent." The Nairobi Training Center will not only provide services to operators at the Wilson Airport, but all of Africa. FTS Nairobi is now offering technical training on the CRJ 200, Dash 7, Dash 8-100/200/300, Dash 8 Q400, DHC-6 Twin Otter, B1900, King Air 100/200/350, Cessna Caravan, Dornier 228 and EMB 135/145.

Multi Pilot Simulations B.V. (MPS) has signed an agreement with China Electronics Technology Avionics Co. (CETCA), intending to establish a joint venture in China for the manufacturing of professional flight simulators and related training devices. In line with the strategic development objectives of both CETCA and MPS as well as considering the respective advantages, both parties have agreed to cooperate in the areas of R&D, production, assembly, and marketing

annual IAFTP Corporate Membership plus the opportunity to issue the IAFTP eCV to its students essentially free as long as the FTO continues to use EPST Selection Services. EPST's Computerized Pilot Aptitude Screening System (COMPASS) consists of six tests which have been developed to test some of the key aptitude areas for the pilot profession. Flying experience is not required to perform well in the basic COMPASS tests.

ESMA Aviation Academy is now a subsidiary of the Hainan Group (HNA) of China, through its subsidiary HNA Europe. HNA says the takeover will allow ESMA to pursue its marketing strategy focused on the domestic market and the North African market (Maghre) and will make ESMA partially in charge the training of Hainan group cadets.

Flightline Training Services, a Toronto-based Aircraft Technical Training Organization has opened a Training Center at the Wilson Airport in Nairobi, Kenya. Chief executive officer, Phyl Durdey, said, "We are so

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World News & Analysis and sales of flight simulators as well as related value-added services by means of a to be formed Chinese joint venture.

Finnair Flight Academy (FFA) has launched a new "ReverseGreen™ Go!" product in its growing ReverseGreen™ economic operations product family. ReverseGreen Go! is a unique three-step consultancy service that converts the training costs into a profitable investment. The ReverseGreen Go! service is customized for each airline. "We calculate and pinpoint potential savings areas, analyze the results and integrate the findings into the customer specific flight training program" said Capt. Tero Arra, Head of Training at Finnair Flight Academy.

"At the end of the ReverseGreen Go! program, the airline will have a fully customized state-of-the-art cost calculator installed on its laptops and

Calendar Airline simulation & training events organised by Halldale Group and CAT Magazine 29-30 October 2013 EATS 2013 – European Airline Training Symposium Estrel Hotel, Berlin, Germany www.halldale.com/eats 1-3 April 2014 WATS 2014 – World Aviation Training Conference & Tradeshow Rosen Shingle Creek Resort, Orlando, Florida, USA www.halldale.com/wats 23-24 September 2014 APATS 2014 – Asia Pacific Airline Training Symposium Centara Grand Convention Centre, Bangkok, Thailand www.halldale.com/apats

Other simulation & training events 7-8 November 2013 INAIR – International Conference on Air Transport Zilina, Slovakia http://kld.uniza.sk/index.php/en/inair-2013.html 20-21 November 2013 RAeS Flight Simulation Research Conference London, UK www.aerosociety.com/events 10-12 December 2013 ICAO Next Generation of Aviation Professionals and Trainair Plus Regional Symposium Johannesburg, South Africa www.icao.int/trainairplus 10-12 December 2013 Multi-Crew Pilot Licence Symposium Montreal, Canada www.icao.int/meetings/mpl 42

CAT MAGAZINE 5.2013

the pilot competencies in economical operations are continuously monitored and further developed through a proactive training needs analysis supported by our web-based competency management system.”

More customers and attendees than ever visited the third MINT User Conference that took place in Hamburg, Germany from September 9-15. More than 50 attendees from 21 aviation customers visited the conference. The chance to talk to MINT's development and support team was highly appreciated, as well as the networking and learning opportunities and the two days with free training sessions. The product roadmap for the coming years, presented by MINT directors Jörg Latteier and Christian Hollmann, provided an outlook to the new software functionalities and feature highlights to be implemented with the coming releases.

Kishor Mistry, CEO of Peak Pacific Group, has received the E-Learning Leadership Award at the Asian Learning Leadership Awards 2013 in Dubai.

The awards ceremony was attended by luminaries from academic, corporate and learning backgrounds from across Asia. The Award brings into focus the steady growth and progress of Mr Mistry's flagship brand, Peak Pacific, which provides learning consultancy and solutions for highly regulated compliance training environments.

ARRIVALS & DEPARTURES Cardiff Aviation has strengthened its leadership with the appointment of Andrew Braley, as Commercial Director. Braley joins from A J Walter Aviation (AJW), where he was Director of Business Development. He has more than 30 years' global experience in aviation management and business development.

FlightSafety International has promoted Yannick Kerriou to Assistant Manager of its Paris-Le Bourget Learning Center.

AirAsia has appointed Amit Singh as the Director of Flight Operations and Ganpathy Sampath as the Head of

Engineering, for AirAsia India. Amit Singh has 20 years of experience in the airline industry, with the last seven years dedicated to developing and managing budget airlines. Ganpathy Sampath has over 30 years of experience in the aviation industry having served at HAL, Jet Airways, Honeywell Aerospace and Go Airlines, where his career progressed form engineer to General Manager. cat

Index of Ads Aerosim www.aerosim.com 11 AXIS Flight Training Systems GmbH www.axis-simulations.com 21 CAE www.cae.com OBC CAT Magazine www.halldale.com/cat 28 & 41 CTC Aviation Group Ltd www.ctcaviation.com 19 EDM www.edm.ltd.uk 29 EPST www.epst.com 9 FlightPath International www.flightpathinternational.com 3 FlightSafety International www.flightsafety.com IBC Frasca International www.frasca.com 13 Intl. Association of Aviation Personnel Schools www.iaaps.info 23 Intl. Civil Aviation Organisation (ICAO) www.icao.int 34 JETPUBS www.jetpubs.com 17 & 25 L-3 Link Simulation and Training www.l-3com.com 7 Lake Region State College www.lrsc.edu 35 Multi Pilot Simulations B.V. www.flymps.com 15 Opinicus Corporation www.opinicus.com 27 Pan Am International Flight Academy www.panamacademy.com IFC RAeS Conference www.aerosociety.com/events 20 Singapore Airshow www.singaporeairshow.com 37 Sky Unlimited www.skyunltd.com 33 WATS 2014 www.halldale.com/wats 4

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

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