CAT Magazine - Issue 5/2014

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Volume 25

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Issue 5/2014

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AIRLINE TRAINING PROFILE

Big Data – the Etihad Airways Approach Regulations

The Times They Are a-Changin' Pilot TRAINING

Fixing the Pilot Pipeline Corporate Aviation

Getting Down to Business

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ISSUE 5.2014

Editorial comment

It’s All About the Performance Those involved in training – whatever the industry – understandably have a focus on performance. In fact, obtaining appropriate human performance, and measuring it, is at the heart of all that we do in aviation training.

It seems that suddenly pretty well everything has become “performance-based.” Plugging the term into your favourite search engine results in a cascade of results; some of which I “… the UK have never heard of, and some I probably wish I hadn’t. There’s Performance-based Learning, Civil Aviation Performance-based Assessment, Performancebased Management, Performance-based Authority Hiring, Performance-based Contracting... the list is seemingly endless. There is even announced Performance-based Marriage, whatever that is, although I suspect there’s lots of interesting its ambition interpretations.

And of course, we’re all familiar with to become a Performance-based Navigation (PBN), and this industry’s on-going evolution to satellite-based PBR, and that navigation and approach technologies.

Performance-based Regulation (PBR) is it would be possibly the newest expression, although the concepts have been around for a few years harmonised with in aviation, and most national authorities have been working on them in one way or another the EASA-led for some time. And certainly PBR has been evident for quite a bit longer in other industries initiative across such as the nuclear power sector. Advocates of PBR contend that the current prescriptive Europe…” system is limited in its ability to realise further safety improvements, and that a “plateau” has been reached. As the aviation industry continues its enormous forecast expansion, the industry needs to build on the prescriptive system and the impressive safety margins that it delivered - and create a more targeted and risk-based approach.

At a conference in May, the UK Civil Aviation Authority Chris Lehman (CAA) announced its ambition to Editor in Chief become a PBR, and that it would be harmonised with the EASA-led initiative across Europe, in terms of requirements and implementation timetable. Clearly, there are challenges to implementing a performancebased approach, including the collection and

management of safety data, the ability to delete unnecessary regulations and perhaps most importantly, the need for a mindset change that allows people to work in a performance-based manner. But the real value in PBR is that it can highlight risks, and lead to a set of more proactive safety indicators.

Ben Alcott, PBR Programme director at the CAA, remarked at the conference: “The transformation to PBR is founded on directing our resources to the areas with the greatest potential to enhance safety. The programme aims to equip future generations of regulators with the knowledge and skills to interpret rules and safety data effectively and deliver targeted interventions. We will also be looking to minimise monitoring activities where they do not add safety value.”

The CAA is implementing an internal Safety Management System (SMS) similar to the principles expected of industry, to support PBR. Mark Swan, director of Safety and Airspace Regulation at the CAA explained: “... it is this SMS that will provide the governance and decision-making processes to better prioritise our activities based on risk and safety performance.”

Communication with industry will be key, including a common vocabulary and taxonomy, as well as the ability to accurately measure safety outcomes and efficiencies. Further, the entire industry should benefit from PBR in terms of reduced cost of regulation, access to information, and increased competiveness. Working with EASA, the roll out of PBR in the UK and indeed across Europe will be transformational, as all industry players learn to work in a performance and risk-based manner.

Representatives of both EASA and the UK CAA will be on-hand at the European Airline Training Symposium (EATS) October 28-29 in Berlin, Germany to provide further information on this important initiative. See you there.

Chris Lehman CAT Editor in Chief

e chris@halldale.com CAT MAGAZINE 5.2014

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Contents

ISSUE 5.2014

08

20

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

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

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05 It’s All About the Performance. Editor-in-Chief Chris Lehman

considers the challenges of implementing performance-based regulation.

08 Big Data – the Etihad Airways Approach. Chris Long visits

Etihad Airways and reports on their approach to training.

12 The Times – They Are a-Changin’. Peter Moxham gives an

update on the European Aviation Safety Agency.

16 Advancing the Science. Robert W. Moorman explains

advancements in accident investigative techniques.

20 Fixing the Pilot Pipeline. The initial impact to the US ab initio

training industry of the new F/O Airline Transport Pilot requirements are investigated by Chuck Weirauch.

On the cover: Etihad Airways Boeing 777-300ER. Image credit: Etihad Airways.

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

US Office Halldale Media, Inc. 115 Timberlachen Circle Ste 2009 Lake Mary, FL 32746 USA t. +1 407 322 5605 f. +1 407 322 5604

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6 issues per year at US$140 t. +44 (0)1252 532000 e. cat@halldale.com

24 Getting Down to Business. Group Editor Marty Kauchak

reports on innovations within the business aviation training sector.

28 Hi-Tech Manufacturing. Chris Long reports on Strata

Manufacturing PJSC, based in Al Ain.

www.halldale.com/cat

30 A New Approach to Funding and Type Rating Training.

A look at CTC Aviation’s training operations.

32 APATS 2014 – Asia Engaged. Highlights form APATS 2014 held

in Bangkok, Thailand.

34 AAETS Takes Shape. The new APATS Aviation Education and

Training Symposium will be taking place in the Republic of Korea in February 2015.

35 Seen & Heard. Updates from the training and simulation

community. Compiled and edited by Fiona Greenyer.

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CAT MAGAZINE 5.2014

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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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AIRLINE TRAINING PROFILE

Big Data – the Etihad Airways Approach The national airline of the United Arab Emirates, Etihad Airways, has seen its base at Abu Dhabi expand rapidly since the airline was created in 2003. Chris Long visits this growing airline, and reports on their training approach.

T

his year Etihad has seen the delivery of its 100th aircraft, with additional aircraft arriving throughout 2014, to include the first of 10 A380s, and the first of 71 B787s is due in November 2014. This fleet build up will continue over the next 10 years, during which time 62 A350s and a further 26 B777s will arrive, with 35 more A320 family to cover the shorter-range network.

The importance accorded to training is clearly illustrated by the role that Captain Chris Ranganathan, Vice President Operations Training, is charged with at Etihad Airways. Training is not regarded as a secondary discipline, but as a task that plays an important role in ensuring day to day safe and efficient operations.

A major consequence of this safety culture is the potential to pool data between the operations and training worlds. Ranganathan says that they have made significant progress in combining operational and training data to better track actual performance and thus devise improved training to respond to

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CAT MAGAZINE 5.2014

present and future operating demands. This project is Work in Progress, but in order for the data to be meaningful, all critical paths and measuring points need to be aligned across the entire range of flight-derived data and training performance criteria. That is no easy task, as it is also essential that all those involved in data entry work to the same criteria; this requires a considerable amount of training too.

The sort of information which is being closely looked at and shared between line operation and simulator-based training scenarios are rate-of-rotation or flare, use of rudder, crosswind landings, Rejected Take Off actions, and so on. The accumulated data from both sources will lead to a better understanding of exactly what training is required, which falls neatly into the integration of Evidence Based Training, which in turn is coupled with Competency standards. Not only will the average performance be established, but individuals will be able to see and understand where their own performance is relative to the fleet and the acceptable norm. Consequently, appropriate and targeted training can then be planned to rectify any shortcomings, with a view to improving individual, and overall performance and safety.

Importance of the Instructor The data-based requirement is only one part of the equation.

For training to be effective, the instructional team needs to understand and be able to operate with those parameters. Here

Above By the end of this year, Etihad will have installed five new CAE Level D full flight simulators at the home base.

All images: Etihad Airways.

is another area where Etihad are making some major innovations. Not least of these is their Beta testing of the new Boeing Instructor Training Programme during the B787 training which is underway at two Boeing training centres.

However, probably the most important change in the instructional team is the establishment of instruction as a separate and valid career path. Whereas in many airlines seniority determines career progression, at Etihad it is through a meritocracy. Here the instructor role is valued, and because new entrants and young pilots will start on the A320 fleet and the intensity of instruction on that type is high, those who stay on the A320 have greater annual pay increments to the fixed portion of their instructor pay. In other words, the position of Instructor is valued both by an increase in status and through pay increases.

Those aspiring to become an instructor go through a stringent selection process, where not only will fundamental (and now, measurable) competency be assessed, but that critical factor present

in the good instructor, passion for the role, will also feature. One career route proposed for graduate Flight Instructors of the ab-initio training system, will be to progress to A320 First Officer. After a period of about three years as an A320 First Officer they will return to the Etihad Flight College (see below) to instruct in the MPL course. During this period they will receive the same pay as their peers on line operations. The credibility and

Above New and updated cabin crew training aids are all being installed for the existing and future fleets.

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New Training A couple of training initiatives are already up and running. As a lead-in to the introduction into service of the A380 and B787, Etihad flight deck crews are already flying with airlines which are operating those types – Air France and Malaysia for the A380 and Qatar for the B787.

The demand for training exceeds present equipment levels, and the instructor team are working flat out. External devices are being used, both as dry and wet lease, to meet the training volume, with this being carried out with more than one external provider. Those who follow any of these paths for a portion of a Type Rating course then complete a standards consolidation in Abu Dhabi, followed by the Skills Test.

On the equipment side of things 2014 has also taken off. John Wheldon, Manager Training Devices and Facilities, is delighted to explain that by the end of this year, Etihad will have installed five new CAE Level D full flight simulators (FFS) at the home base.

These include two A320/, one B777/, one A380 and one B787. Not only do the new devices add to the total training capacity, but the procurement also includes upgrades for the existing four simulators, which brings them up to the latest aircraft standard, and replaces visual and motion systems with state of the art equipment. The replacement of hydraulic motion systems with electrically-driven platforms will mean that the entire simulator fleet now has a low energy footprint, which, apart from reducing running costs, also reduces the thermal load on the building – important when the external ambient temperature is well over 40C.

Cabin Crew The needs of the cabin crew are also being addressed. New and updated training aids – door trainers, emergency evacuation trainers, firefighting trainers and so on for the existing and future fleets are all being installed. Here again the “Big Data” philosophy is coming into 10

CAT MAGAZINE 5.2014

play. All the training support devices will be subject to the same rigor of daily serviceability, usage and quality checks that the flight simulators have enjoyed. In the industry as a whole, many trainers are aware that not all door trainers are well maintained, or practice fire extinguishers re-charged after a training event etc. With the data tracking to be introduced throughout the training areas, such shortfalls should be eliminated.

In planning the future training capabilities, Etihad has not been too worried about scaling the training aids to match the task. An impressive case in point is the new A380 Service and Safety training device being built by Spatial Composite Solutions, who are based in the nearby Emirate of Ras al Khaimah. This huge device, which will enter service at the end of 2014, comprises a 35m section of the A380 fuselage, complete with both decks and includes a full simulation of key aspects of the A380 cabin communications and safety equipment. Spatial Composites has also developed the concept of a door trainer fitted with a “virtual slide”.

This provides wide field-of-view projections of the outside world prior to and after door opening, and enables various abnormal slide deployment (i.e. into Air Bridge if doors not disarmed!) and external fire scenarios to be demonstrated.

Ab-Initio In many ways the MPL ab initio pilot training process has reached an initial level of maturity, with a considerable number of graduates now operating commercial flights. Naturally there has been a learning process as this training philosophy has been put in place. When MPL was conceived, the point of departure was usually based on the then legacy equipment and technologies, with a wish-list of desired training aids which not all training providers could afford.

Consequently, not every MPL package was able to match the “ideal” profile of the training.

Above Training is not regarded as a secondary discipline, but as a task that plays an important role in ensuring day to day safe and efficient operations.

Naturally there will always be sceptics about the results, but the overwhelming majority of regulators and airlines who have been directly involved in the process have been impressed and reassured by the high levels of competence in multi-crew commercial operation displayed by graduates. So, by many measures MPL can be judged to be a success.

However, it may be time for a look at developing the basic concept. Richard Morris, Manager of Training Compliance, has, in a previous position, had regulatory responsibility to oversee MPL training. As a result he has seen both the strengths and weaknesses of some MPL programmes, and has been able to work on building what could be termed MPL v2.1. This will be delivered at the newly-acquired training facility at Al Ain, some hour and half away from Abu Dhabi.

This was formerly the fixed wing part of Horizon Flight Training, and as the legacy training is eventually completed, the new centre will be upgraded and named the Etihad Flight College (EFC), supplying up to 120 ab initio graduates per year directly to the airline; the first course started in September 2014.

The course that the students will follow is an MPL syllabus, with some interesting changes. Given that the guidelines for MPL development do not specify that the practical training has to be carried out on a single engine aircraft, EFC proposes that the training will start on the twin-engined Diamond 42, then, via a soon-to-be-selected light twin jet for a high-performance introduction to route flying at jet speeds and performance. The progression will be to an initial type rating and licence issue on the A320.

What is likely to be the most controversial change is the suggested omission of solo flight. That is bound to rattle more than a few cages, but before racing to a judgement it is worth considering Etihad Flight College’s logic.

Historically, the prime reason given for solo flight is that the student needs to build the competencies and confidence to operate an aircraft single-handedly. In a commercial airline the flight must always be started with at least two crew fit for flight, so the only time a pilot has to operate the aircraft single handed is in a post pilot-incapacitation scenario. Therefore, if training for the pilot-incapacitation situation is introduced early in the syllabus as a natural part of the training, then the confidence to operate should that happen will have been built, and the ability to cope thereby assured. For traditionalists that presents an enormous leap of faith, but aviation would never have got to where it is today without long-established “absolutes” having been challenged.

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Moving Ahead There is no doubt that Etihad is moving rapidly to meet the demands of the era of even bigger and newer fleets. What is also clear is that, as part of that process, fresh approaches are also being deployed to answer the challenges in a way adapted to present and future technologies and thinking.

Certainly the impression is that it won’t stop here. That innovative philosophy has become a primary driver. cat

www.frasca.com CAT MAGAZINE 5.2014

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Regulations

The Times – They Are a-Changin' Peter Moxham provides an update on the European Aviation Safety Agency (EASA).

I

t is 50 years since Bob Dylan recorded this, his third album, and never has a truer expression been repeated today regarding EASA – times are certainly changing! EASA was first instituted by the European Commission on 15 July 2002, established in Cologne in September 2003, and is now firmly established as the European aviation regulator covering most facets of civil aviation throughout the European Union and in other countries who have signed up to the common European regulations.

To many it has been a very quick change and some still feel that the old days were better, but I do not believe that this is really so. We now have in place regulations that are common for the greater part of the continent, allowing the free movement of employees in this highly regulated area. Nowhere is this more important than in professional pilot training.

Yet one has to ask has so much changed? The current regulations were first drafted by the Joint Aviation Authorities at the beginning of this century but then without the force of law. They were an agreed set of regulations but with no 12

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ability to be enforced except by local National Authorities, and therefore at the time of the formation of EASA each country actually had a different set of Regulations but with a common theme.

Now the Regulations have the full force of law, have been passed through the European Parliament, and therefore have actually a far greater force throughout the continent, supposedly to a common standard, itself controlled by EASA's own Standardisation procedures.

The rules for a large part of the aviation industry are in place and generally accepted as such. It is, of course, impossible to say that these Rules and Regulations are perfect – a point recognised

by EASA, but they are being brought to a far better state as time goes by and the drafting errors and omissions are corrected. So now we enter the second phase of the development of EASA.

Change Commencing 1st September the structure of the Cologne organisation changed. We have a new Executive Director, Patrick Ky, who has taken on board the need to move the Agency on. This has led to a significant number of staff changes and re-alignments, particularly as the basic rule-making is now complete and the Agency believes therefore that there is no need for a specific 'Rule-making' department. As this article is being drafted the final blanks in the organisational structure are being filled, and we look forward to a more progressive stance in the next decade, with a greater will for the Agency to listen to and work with industry. One hopes that the European Commission will similarly enable changes to be made more quickly as problems are identified, although it is very true to say that even the Commission has

Above EASA is the European aviation regulator covering most facets of civil aviation throughout the European Union.

Image credit: Zurich Airport.

Opposite EASA's new Executive Director, Patrick Ky. Image credit: SESAR.

understood the urgent need to introduce changes where the original process has failed.

Thus we have a newly reconstituted Agency led by a new team and, in 2015, located in new offices on the west bank of the Rhine, still in Cologne, but hopefully in a more user friendly environment.

So much for the new EASA establishment but it does not stop there! The European Commission are currently evolving a new Basic Regulation for the Agency.

These are the basic rules and requirements for EASA to comply with and these will be the subject of much debate as the Commission seeks to establish even greater commonality amongst the Member States. Could we perhaps see a centralised Professional Pilot Licensing system or even a common Civil aircraft register? Who knows, but these are the subjects for future discussion as a greater commonality is established.

The success of the current situation will only be as good as the Agency's own Standardisation Directorate and this will be an essential and critical task for the

ity to achieve our corporate aims. Historically this has been the norm, but if there is to be a common set of rules then they must be applied uniformly across the continent - not at all as easy as it sounds!

Old habits die hard and persuading the industry to change is no easy task. However, having witnessed the past 20+ years of aviation regulation development I have little doubt that eventually these common standards, Rules and Regulations will be achieved and that industry itself will greatly benefit from this.

Progression

next few years - without it there is little point in having an agreed set of rules, and without it true standardisation cannot be achieved.

We are all very used to being able to negotiate with our own National Author-

If I may digress, it is strange how things come in multiples – in the United Kingdom the Civil Aviation Authority has, in under 12 months, completely changed its own structure, Board and Management to reflect the changing times. The stated aim of the UK CAA is to become more user friendly and its actions to be more reflective of today's requirements.

The UK has set up a General Aviation Department to try and bring a lighter touch to recreational flying generally,

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Regulations and has completely restructured its licensing department to become less obstructive. Back at EASA we are witnessing a similar progression with the aim of reducing the bureaucracy and trying to encourage the General Aviation sector to grow and contribute more to the aim of promoting recreational flying - a major improvement for that sector of European aviation.

From a pilot licensing point of view I believe that we will see many more changes, starting with a resolution to the thorny problem of the Central Question Bank and the fact that it is both out of date and unfit for today's generation of prospective professional pilots. Then there is the whole complicated question of the use of evidence or competency based training. This was first introduced with the introduction of the MPL which may have its critics, but the more forward looking see as an initial step to a better and more related licence for the future airline pilot. The system used for competency based training is likely to be the way ahead for all professional licences as we seek to make the regulations and requirements more appropriate to the task.

Another area is certain to be the

changes that will lead to a better understanding of pilots regarding stalls – far too many accidents and incidents, often leading to significant loss of life, have occurred in the last few years and this is a large blot on an otherwise greatly enhanced safety record. Better understanding of the problems associated with operating at high altitudes and therefore reduced differences between safe cruise and stall must be brought into the training requirements to reduce this significant toll.

Review It is anticipated that there will be a review of the requirements for Instructors and Examiners – something that industry has been seeking since EASA FCL was first introduced. It is obvious that, when drafting the original requirements, insufficient thought was given to the extremely international nature of training and examining pilots.

In an ever increasing international training industry, a large proportion of which is conducted outside of the European continent, insufficient thought was given to meeting the operating industry's requirement for pilot training. Nowhere is this more apparent than for Type Rating

training in the corporate and business aircraft sector, where training is often unavailable within Europe and where the need for very high cost simulators often means that, as new aircraft types are introduced, there is little need to actually locate such equipment within Europe.

It has been a constant battle to resolve these problems but, with the active help of EASA these issues have been ameliorated but they have still not gone away.

Thus a review of parts J & K of EASA FCL is a real necessity.

There are, of course, many other issues that EASA will face over the coming years but, if the past experience is anything to go by, then these issues will not be shirked and EASA will work with industry to resolve the difficulties.

It is therefore important that industry should work with the regulator rather than against them. Nobody will ever get everything that they would wish for, but things have come a long way in the past 10 years and I have little doubt that this will continue to be the case. The new management is under no illusions as to what has to be done and I am certain that its new focus will see a considerably more proactive aviation regulator for Europe. cat

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Accident Investigation

Advancing The Science Aircraft accident investigative techniques continue to advance, but the new tools employed are not so new. Robert W. Moorman explains.

T

he aircraft accident investigation process has not changed significantly in several years. Changes that have occurred are subtle, linked to aircraft design advances and modifications as well as the incorporation of new technologies outside of aviation. The end game has always been to advance safety. Communication tools devised for other uses are becoming an integral part of aircraft accident investigation, and these developments are requiring a corresponding augmentation in accident investigator training.

Composite Materials “The increased use of composite materials in transport and general aviation aircraft has expanded the investigative process,” said Dr. Paul Schuda, director of the National Transportation Safety Board Training Center.

The NTSB Training Center, which was profiled by CAT in issue 1/2012, continues to enhance its course on composite materials. The strengths and limits of composites and what to look for at crash sites are discussed at a three-day course at the Center.

Several university-affiliated and inde16

C A T M A G A Z INE 5 . 2 0 1 4

pendent training academies provide a familiarization course on composites as part of aircraft accident investigator training. But what is needed, some investigators say, is a series of courses on advanced composites, which cover in detail the science of composites and how to determine if there was internal damage to the composite structures, and whether that damage could have been a factor in an accident.

Improvements “The development of composite materials has gone ahead of the ability to figure out how these materials break,” said Bob Benzon, retired NTSB investigator, now part-time instructor at the NTSB’s Training Center. “The composites are no longer minor components.” Benzon said it was “imperative that government investigators keep up with this type of progress.”

Enhancements to accident investigation and related training are needed in other areas. The widespread installation of advanced glass cockpits in various classes of commercial and general aviation aircraft has prompted NTSB to enhance its investigative process and beef up training.

Investigators are looking to the avionics manufacturers to learn more about advanced avionics systems. The NTSB is sending seven investigators to Cessna in Wichita for a oneweek course on aircraft with advanced avionics, primarily the Garmin G1000 integrated avionics flight deck system.

“A lot of the investigators here, like me, learned to fly on analogue systems,” said Schuda. With this course, “we will find out what the general aviation population is experiencing,” he said.

In addition to working with industry, NTSB is developing a training course on advanced avionics systems. “Some of our

Students at Cranfield deal with real wreckage on the airfield and are required to write a full “Annex 13” aircraft accident investigation report.

Image credit: Cranfield University.

engineers are seeing a lot more systems coming into the lab for download of data that they used to not have to work with,” said Jill Demko, NTSB Technical Training Officer, responsible for developing technical training for domestic and international accident investigators.

The lack of training and understanding of sophisticated avionics systems were causal factors in the July 6, 2013 crash landing of an Asiana Airlines Boeing 777 on approach into San Francisco International Airport, said Bob Francis, member of the Flight Safety Foundation Board and former NTSB board member.

That lack of understanding of onboard systems was also a factor, he said, in the August 14, 2013 crash of UPS Airlines Flight 1354. The cargo aircraft crashed short of the runway at BirminghamShuttlesworth International Airport in Alabama, killing both pilots onboard.

New Courses NTSB will soon offer a course on Digital Forensics, which will include how to analyze still photographs or video footage

shot in the cabin or on the ground of an accident or incident.

“Some of the best shots we got from the US Airways [Miracle on the Hudson, Flight 1541, Jan. 15, 2009] landing on the water were from a security camera at a warehouse that recorded the landing,” said Schuda. NTSB worked on that investigation with the FBI, which uses digital forensics extensively in their investigations.

A UAS training module for NTSB investigators is also in development. The course will be open to outside investigators eventually. “UAS could potentially end up in accidents someday,” said Demko. “So we are training our investigators on the operation of UAS and later on the accident investigation of UAS.” A module on commercial space launch vehicles is also planned.

Schuda said the Center is “getting up to speed” on light sport aircraft. The Sport Pilot Rule requires NTSB to investigate accidents involving ultra-light aircraft. NTSB did not investigate accidents involving ultra-light aircraft prior to the

rule. Another area of concern for NTSB accident investigators is the growing popularity of the experimental amateur-built aircraft. These aircraft are not certificated, instead, they are built to a standard. Investigating accidents involving ultra-light and amateur-built aircraft will at some point require additional training for NTSB accident investigators, said Schuda.

Schuda said there is “increasing awareness” about how fatigue, cockpit communications and medications might have contributed to aircraft accidents.

“The whys of accidents have also become very important,” said Frank S. Del Gandio, President of the International Society of Accident Investigators. Del Gandio is a former program manager for the FAA’s accident investigation training school at the Transportation Safety Institute in Oklahoma City. Say pilot error was a major factor in an accident. “Why did the pilot screw up,” asked Del Gandio. “Was there a cultural problem at the airline?”

Del Gandio referred to an airline crash years ago, where investigators found that

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17

Accident Investigation

From Aviation to Healthcare Southern California Safety Institute (SCSI), known mainly for its aviation safety and investigator training, is moving into health care. “We are taking the investigation and prevention methodologies from aviation into the health care business,” said Steve Preteska, director of Aircraft Accident Investigation, who expects a major client on board “by the end of this year.”

Preteska said there is significant synergy between the high-risk industries of aviation and healthcare. Crew Resource Management (CRM), Safety Management Systems (SMS), aviation mishap investigation processes and techniques could aptly apply to the doctor and nurses working in an operating room, he said.

A recent SCSI White Paper drove home the point of a need for CRM-like practices in healthcare: “In the U.S. healthcare system, the best available data conservatively estimates that deaths due to medical error causes the equivalent of a Tenerife-like loss every three weeks, yet no parallel public, media or political outrage exists to mirror that which occurred following that dreadful day in 1977.

On March 27, 1977, two fully loaded Boeing 747s collided on the runway of Los Rodeos Airport on the island of Tenerife. 583 of the 644 passengers perished on board the two jumbo jets. The accident remains the largest single-loss of life event in commercial aviation history.

Interviews with nurses and other healthcare professionals revealed a “startling readiness” to embrace these aviation safety related tools, the paper stated.

However, doctors give a mixed reaction to a CRM like program for their profession, said Preteska. Younger doctors are willing to consider a team approach to their segment of health care, while older doctors worry that such a change could undermine their authority, he added.

As of now, SCSI has not developed a full curriculum for health care professionals. If a major client signs on, it is likely that they will favor an “a la carte” approach initially rather than committing to a full range of courses.

SCSI is also exploring the possibility of adding a parachute accident investigation course and one on commercial spacecraft to the curriculum. – Robert W. Moorman 18

C A T M A G A Z INE 5 . 2 0 1 4

the pilots didn’t get paid unless they flew.

The decision to fly the aircraft was not based on safety, but economics. In this instance, that decision proved deadly.

Aircraft accident investigators are looking closer at texting as a possible factor in aircraft accidents. In one recent helicopter accident, said Demko, the pilot was found to have texted a lot prior to the flight. Investigators determined texting was a factor why the pilot didn’t appropriately fuel the helicopter.

NTSB now offers a two-day course on fatigue and medication. A recent NTSB report found an upward trend in the use of both potentially impairing medications and illicit drugs of pilots who died in crashes. Almost all of the crashes - 96 percent - were in general aviation, the report found.

The NTSB also offers a once-per-year systems safety course that was customized by NASA. Investigators learn what a safety management system needs and how to analyze it. A root cause analysis course, which provides a systematic way of finding probable causes to an aircraft accident, is also offered. This is an area that the Center will focus more on in the future, said Schuda.

Not-so-new Tools Neither aircraft accident agencies nor accident investigator schools appear to have acquired next-generation technology, hardware and software, to enhance accident investigations or as a tool for instruction.

What investigators are doing is utilizing tools that are readily available to eve-

The Cranfield Safety and Accident Center offers a six-week ab initio Aircraft Accident Investigation Course.

Image credit: Cranfield University.

ryone. One tool becoming increasingly valuable to accident investigators is the smart phone, as investigators can get over 3,000 photographs on some higher end smartphones.

“What you have is an 85% solution on your hip,” said Steve Preteska, Director of Aircraft Accident Investigation Programs, Southern California Safety Institute. [See sidebar] Investigators are availing themselves to the latest in off-the-shelf technology, such as smartphones, iPads/tablets and software that can help make their job easier.

“Most smartphones today have the ability to do a great deal of documenting an aircraft accident,” he said. “Before we dragged in a cameraman and equipment, separate GPS units and surveyors.

Nowadays, that capability can be found on a smartphone, iPad or similar device.”

NTSB offers a three-day photography course to teach investigators how to use their personal camera – typically a smartphone – for an accident investigation.

On the second day, students learn how to photograph subjects in normal and reduced light, and the third day of instruction involves software enhancement of photos - what is possible, what isn’t.

Accident investigators are also receiving help from the public. Not to provide eyewitness accounts of accidents – which are often inaccurate – but to

retrieve still photos or video footage from their smartphones or similar devices.

Don Enns, regional manager of the Toronto Air Branch for the Transportation Safety Board (TSB) of Canada recalled one incident where a member of the public was helpful to an accident investigation.

This air traveler was experimenting with the camera on his new tablet, which could record still photos or video. Inadvertently, he recorded the takeoff of a nearby aircraft that crashed. That video was valuable evidence in TSB’s investigation.

The TSB and other accident investigation agencies are retrieving valuable flight data information from advanced avionics.

This too has a training component.

“Some of the newer avionics have recording capability,” said Enns. “Others are not designed specifically to record flight data, but inadvertently have it [memory capability].” Valuable accident related information could be retrieved from these systems, he said.

TSB became interested in the value of retrieving “non-volatile memory” from avionics systems when it was investigating the September 12, 1998 Swissair Flight 111 crash off the coast of Nova Scotia.

Like the NTSB and other agencies, TSB is considering using small drones equipped with a camera as an investigative tool. The drones could be used to follow the flight path of the aircraft from approach to impact. The drones also give

investigators on site a wide overview of the debris field.

The use of smartphones and related devices are only one component of something larger that has worked into aircraft accident investigations and the training of investigators. One of the bigger factors in the change in aircraft accident investigations “is the rise of social media,” said Dr. Matthew Greaves, senior lecturer and head, Safety and Accident Investigation Center, Cranfield University. “Aircraft accidents are under the spotlight. The constant clamor for news is being met by different agencies in different ways,” said Greaves.

The NTSB has been very forthcoming with details, while other agencies worldwide are more reserved in their public comments regarding ongoing aircraft investigations, said Greaves. Providing more details early on in an investigation poses a “real risk,” he added. “Accident investigators risk losing their credibility with the traveling public and among industry groups by releasing information too soon. We have to be very careful about pre-judging anything.”

The Cranfield Safety and Accident Center offers a six-week ab initio Aircraft Accident Investigation Course. A threeweek advanced aircraft accident investigation program follows that course. Students learn about accident investigation related legislation and regulations; hot to handle aircraft wreckage; interviewing

witnesses to an accident; how to photograph a site; laser scanning; and how data recorders work. Students also learn how to deal with the news media, what information can be disseminated and how not to speculate on the probable cause of an accident.

Cranfield sits on a 1940s-era Royal Air Force base with a useable airport and runway facility. Students deal with real wreckage on the airfield and are required to write a full “Annex 13” aircraft accident investigation report replete with recommendations. Cranfield instructors evaluate the report. [The International Civil Aviation Organization’s Annex 13 is the recommended international standards and recommendations for aircraft accidents and incidents investigations.]

Cranfield students obtain a Master of Science certificate at the end of the sixweek course. They can go on to take oneweek modules that range from flight data monitoring, to human factors to honing legal skills. Students will be required to write a thesis at the end of the course.

Accident investigation technologies and techniques may not have changed dramatically in the last few years, but advances in aircraft technology, everyday communications tools and more emphasis on human and ancillary factors have helped advance the science and enhance safety. Sometimes small steps can be just as significant as a giant leap for mankind. cat

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Ab Initio Training

Fixing the Pilot Pipeline Chuck Weirauch reports on the initial impact to the US ab initio training industry of the new F/O Airline Transport Pilot requirements.

I

n the third quarter 2014 edition of the Regional Airline Association (RAA)'s Regional Horizons quarterly publication, RAA President Roger Cohen stated that "those that deny a pilot shortage should join the Flat Earth Society." Anyone who studies the recentlyreleased 2014 Boeing Pilot & Technician Outlook might also agree with Cohen.

According to that report, there will be a global need for 533,000 new commercial airline pilots and 584,000 new maintenance technicians by 2033, or approximately 27,000 new commercial airline pilots and 29,000 new maintenance technicians globally.

For those would-be commercial pilots in the US, this information might be the final factor towards making their decision to pursue just that career. But it is still anyone's guess now just how much of a de-railing factor what is known in the US airline industry as the "1,500-hour rule to First Officer ATP" requirement will be in discouraging potential new students from beginning a commercial ab initio flight training program.

Measuring the Effects According to Kent Lovelace, chairman of the Department of Aviation at the 20

CAT MAGAZINE 5.2014

University of North Dakota (UND), the latest results of a study of how the new FAA First Officer ATP requirements may have affected student enrollments in pursuit of a commercial pilot career were published in the 2012 report An Investigation of the United States Airline Pilot Supply. He was a co-author of the document, which stated that 8.53 percent of 1,600 future pilots at 40 aviation institutions surveyed were not seeking a career as an airline pilot due to the new ATP requirements. An additional 32.54 percent were reconsidering such a career because of the new rules, the report elaborated. This survey was conducted in cooperation with the University Aviation Association (UAA) and the Aviation Accreditation Board International (AABI).

"This study was done before the ATP final rule came out and was done under an NPRM," Lovelace pointed out. "So we are trying to see if those numbers have changed, but we have not even started the new survey yet. The new study would be done through UAA and AABI as before and duplicate it."

One indication that the ATP rule impact might not be that severe, at least at UND, are that this year approximately the same number of freshmen and transfer students have enrolled in the Department of Aviation's Commercial Aviation degree program as in 2013. Another is that 75 percent of the student population surveyed in December 2013 said that they are interested in an airline career, as opposed to just 50 percent a year earlier.

According to AABI president Gary Northam, the main impact of the FAA First Officer requirement on colleges and universities is that it has detained the flight instructors at their CFI positions, and that they are still having to stay at their institutions until their flight hours are built up.

"As a group of collegiate programs, we are still trying to assess where the FAA will finally be on it, and if there is a pos-

Above Tougher ATP requirements went into effect as of August 1 this year.

Image credit: Aerosim Flight Academy.

sible way to have some changes to it or not," Northam said. "Some of us are also working on the new rule for the air carrier training ARC working group from a college standpoint. But we are not sure what kind of ultimate impact it will have and also we are not sure how it will fit into the predicted pilot shortage either.

It is kind of a wait and see at this point, and we are looking at different things."

"From a recruiting standpoint, I think that the colleges are saying that it is not going to work as a recruiting tool because it means two or three more years that instructors will have before they can start making money in their job as an airline pilot," Northam summed up. "Overall, people still think that airline industry and the airline jobs are very good jobs over the lifetime of the careers. But the 1500hour rule is not helping us recruit."

Tougher ATP Rule Yet tougher ATP requirements went into effect as of August 1 this year. Under FAR 61.156, ATP candidates must now graduate from an FAA-approved ATP Certification Training Program (CTP) course that includes a minimum of 30 hours of classroom instruction that covers a variety of aviation and airline topics, as well as 10 hours in a FSTD, before taking the written ATP exam. At least six of the simulator

hours must be in a Level C (full-motion) simulator that replicates a multi-engine turbine airplane with a maximum takeoff weight of more than 40,000 pounds, or approximately that of a regional jet airliner. Since not that many colleges and universities, or flight schools for that matter, have such FFS capability, this new requirement could cause additional problems.

As of September, Embry-Riddle Aeronautical University at Daytona Beach, FL reported that it was the only aviation institution in the US that had an ATPCTP course available to its students.

According to ERAU's Flight Department chair Ken Byrnes, the university had just started teaching the course during that month. It has also taken the university nearly a year to gain FAA approval of this course.

The ATP-CTP course is considered as the Flight Department's capstone course, and is conducted in ERAU's Level D CRJ 200 FFS and in its Level 6 CRJ 200 FTD. The ATP-CTP course is Line-Orientated Flight Training (LOFT)-based, is only available to degree-program students and is the culmination of a 1,400-hour training program.

While the university's aviation programs operate under the FAA-approved restricted ATP requirements, students

often stay on to earn additional flight hours towards their ATP certification requirements as CFIs. Byrnes reported that enrollments have been steady for the past two years, with about 1,200 aeronautical science students and a 3 to 5 percent increase over the last year.

"The turnover for instructor pilots is tremendous," Byrnes added. "We lost over half of workforce in the last year 80 CFIs. Whenever you see that, students are more motivated to get their CFIs. I think that this motivates them to stay in the program."

Just what additional effect the new ATP-CTP requirement will have on the number of new pilot candidates entering commercial pilot education and training programs, or whether airlines or flight schools will ultimately be including it in their training curricula, are unknown factors at this point. Hank Coates, Aerosim Flight Academy's VP and executive director, thinks that it is just too early to say.

"We do have an ATP-CTP program that we have submitted for final FAA approval," Coates reported. "I think that in the short run it may be beneficial for us to have that program. But it is just too dynamic an environment for us to predict the impact of the ATP-CTP rule right now."

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21

Ab Initio Training Cost the Main Factor While Coates does not agree with the 1500-hour rule, he also does not feel that it is the primary reason why more potential commercial airline students are not enrolling in training programs for that long-term career, nor really the cost.

Rather, it is the inability for those potential candidates to find adequate funding resources for their education, he related.

"I think that the students are out there, I think that they want to come," Coates elaborated. "I think that the real issue is not the cost or that they don't want to come. I just think the real issue is that there are not adequate financing sources to get the money. The kids are there, they want to be pilots, but they just can't get that cost for training. We also see more interest on the domestic side, but for every one that we can get financing for, we have to turn away ten.

It has improved a little bit in the past few months, as we have found financial institutions that are willing to work with us.

But it is still very, very tight."

While pilot pathway agreements and some airline scholarships are either available now or in the works for students,

these efforts do not address the student funding issue upfront, Coates stated. And until the major airlines get involved, the pockets for student education are not deep enough, so there has to be an industry-wide holistic solution that includes the majors.

"And until it gets painful for them (the major airlines), it's going to be difficult to get everybody onboard with solving the main problem, which is financing sources for training for these students to get there," Coates summed up. "The regionals by themselves can't solve the problem. It has to be the flight training institutions, whether you are talking about a four-year school or an academy, and then you have got to get the majors involved.

Otherwise, it's just not going to work."

Above ERAU's Level D CRJ 200 FFS. Image credit: Embry-Riddle Aeronautical University.

Boeing's Pilot Development Program Aerosim Flight Academy in Florida, as well as Coast Aviation and Sierra Academy in California, will offer Boeing's new ab initio Pilot Development Program to airlines through the flight schools' partnerships with Boeing subsidiary Jeppesen. While the program is initially aimed at airlines in regions such as Asia and the Middle East, where the demand for new pilots is the highest, Jeppesen is ready to work with US airlines as well, said Boeing Program director David Wright. He also said that the program is aimed at providing the company's latest solution to the world's looming pilot shortage.

And while the ab initio program is primarily geared to work with airline customers, Wright foresees that the new course could also be structured for self-sponsored cadets.

"The US does see demand, but they are not at the point where Asia is now," Wright elaborated. "The program right now is primarily to work with an airline. We see that we can leverage the airline experience through our relationship with the customer to help select and sponsor those cadets. The program could also be structured for self-sponsored cadets, but it is not at this time. After the airline customer program is sponsored, we will be looking rapidly at a program that is geared to a self-sponsored cadet."

Boeing describes its Pilot Development Program being offered to airline customers as one designed to provide the 22

CAT MAGAZINE 5.2014

essential training an airline needs to help meet the rising demand for qualified pilots. The program takes cadet pilots through initial screening, ab initio training bridge and type rating training (initially at flight schools partnered with Jeppesen) at Boeing training facilities around the world, with students graduating with an Airline Transport Pilot License (ATPL). The slogan for Boeing's solution to providing a solution to the pilot pipeline issue is dubbed "From Street to Right Seat."

One fly in the ointment for the US is that the Pilot Development Program encompasses approximately 250 hours, well short of the FAA's 1,500-hours of flight time requirement for First Officer candidates to qualify for taking the ATP written exam.

"Regarding the 1,500-hour rule, we understand that there is a need there," Wright pointed out. "We would be looking to work with that potential airline or potential partner to fill that gap.

But it is not a part of our standard program right now."

"What industry needs to do is to address the pilot shortage issue," Wright summed up. "We agree with that, and that is why we have taken a whole global look at this problem. We believe that the problem is going to be with us for a while, and we are going to be a part of that solution. We agree that it is going to take an industry approach to this shortage issue, because it is a whole industry problem." – Chuck Weirauch

Fixing the Problem

really the best training for an airline environment."

According to Cohen, Take Flight Tomorrow is designed to "repair the severed pilot supply pipeline" by allowing graduates of commercial aviation programs to be able to continue and proceed along their career path to become airline pilots, like they were before so that they can begin their airline career.

“Most of these graduates have come out with 400 to 600 hours of flight time and have proven that they can be the best airline pilots," Cohen said. "So what we are urging everyone to do is to make their voices heard, let Congress know to tell the FAA to use the authority it already has – go back and look at the credit that is currently available at these great training programs and give it the appropriate level as recommended by the Aviation Rulemaking Advisory Board initially. This is so that we are not sending every one of these young people back to the drawing board before they can even begin interviewing for an airline job."

Meanwhile, the RAA has developed its Pilot Supply Taskforce. RAA members

As far as Cohen is concerned, the pilot supply issue has become the number one game-changer for the airline industry. That is because both large and small US airports have suffered major cuts in service due to the shortage. The aviation industry-developed advocacy organization Take Flight Tomorrow – described as a coalition of stakeholders working together to repair the pilot supply pipeline and prevent additional losses to scheduled airline service - as of September has released a list of 86 US communities that have already lost 10 percent or more of their scheduled airline departures, with more such loss anticipated this year.

According to the RAA, these airport and community service losses are directly related to the implementation of the 1,500-hour rule. Cohen stated that the rule "has severed the pilot supply pipeline," and has "disrupted student pilots' career paths by taking them out of that structured environment and forcing them to go get time the cheapest and easiest way possible, which is not

of this effort are working with aviation training academies, colleges and universities to create and further develop bridge and pathway programs with airlines so that students can be assured of gaining interviews with the airlines. The Taskforce effort also involves working with elementary and high schools to provide educational programs that project more knowledge of aviation, and describing the career as an aviation pilot as one that is attractive and rewarding.

"And on the back end, we're trying to do as much within our control, as much as we can in our industry to make the compensation and the benefits as attractive as we can, given the constraints of not just the business environment, but more importantly the collective bargaining agreements that cover so many of the properties," Cohen summed up. "Like any complex problem, this didn't happen overnight, and it won't be fixed in a day.

There is no one single magic bullet solution. But the RAA, our Taskforce and the industry coalition are trying to address holistically as many of the issues that we can influence at this point in time." cat

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CAT MAGAZINE 5.2014

23

Corporate Aviation

Getting Down to Business While the business aviation sector has yet to fully recover from its sharp decrease in sales generated by the Great Recession of 2008, innovation remains alive and well in the community’s training sector, reports Group Editor Marty Kauchak.

T

he business aviation learning continuum is unique when compared to other civil sectors.

One example is corporate flight departments have a greater demand for high fidelity training scenarios for different airports often on short notice.

Rick Bedard, the director for Training Operations FlightSafety pointed out that one attribute of the airlines is their regular, predictable flight schedules – allowing their flight crews to often repeat the same operations day in and out. “You are not going to get that hot-and-high, or curved approach or GPS approach or some other approach [in the airlines] where you have to then get that programmed right into the system. I hear it directly from our business aviation customers that they want that ‘real life’ scenario coming into the simulation. Our centers do a phenomenal job in going that extra step to determine: where are you flying, what do you want to do, and then giving you that.”

A confluence of other forces is driving an evolution in the community’s unique learning programs. The business jet market’s modest, sustained recovery from the 2008 recession, primarily in the upper-end, large cabin segment is being

24

C AT M A G A Z INE 5 . 2 0 1 4

matched by the introduction of new and derivative small and mid-sized cabin jets. At the same time there is a steady demand for new accessions into the community’s cockpits.

Sheryl Barden, the president and CEO of Aviation Personnel International, told CAT on September 19 that based on the projections for additional business aircraft added to the US-based fleet, the demand for additional pilots for this segment of the market is estimated to increase by over 7,500 in the next ten years. The San Francisco-based executive continued: “On the worldwide scope, the demand for additional pilots is estimated to be over 23,000. The need for training will not only mirror this growth but it would be reasonable to expect it to increase at a faster pace as the training for newer, more complex aircraft requires more time to be spent in an initial course.”

FlightSafety International is one training and simulation industry company responding to these challenges.

New Instructional Strategy FlightSafety is migrating learning for upcoming and current production business aircraft away from the traditional system-bysystem instructional strategy. Dan MacLellan, the company’s vice president of Operations, told CAT that his team’s Operational Day Flow (ODF) concept for initial and recurrent pilot courses allows learners to “learn by doing.” Essentially, aspiring and seasoned business pilots use ODF ground school courseware redesigned on aircraft performance and range, and are then immersed into operationally based scenarios organized by phase of flight.

The ODF trial program was introduced at FlightSafety’s Dallas Fort Worth Learning Center for the Dassault Falcon7X long-range business jet course of instruction in 2010. MacLellan referenced that course to point out that instead of tracing the flow of a drop of

The demand for training innovation in this sector is being driven in part by the fielding of new aircraft including the Embraer Legacy 500 midsize jet.

Image credit: Embraer Executive Jets.

Safety learning center’s course package.

Bedard estimated the ODF instructional strategy supports about 30 percent of the company’s business aviation courses.

Similar to the civil airline world, editorial staff have observed in Halldale’s sister publications MS&T and MEdSim, that learners in high risk industries, including those in the aviation business community, are clamoring for technologyenabled instruction when and where it makes sense.

Beyond ODF, FlightSafety is responding to the uptick of smart devices (iPhones, iPads, and others) in the classroom and on the job. “What we’re doing now is continuing to align the way we train with how they operate in the aircraft and in the hangar,” Bedard said, and continued, “And this is the same type of mobility platforms, tools and applications they use in their every day jobs. We want to make that transparent to them in the classroom.” Indeed, Gross pointed out now a learner has the ability to receive “the majority of our training material through an iPad application.”

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As the iPad is increasingly prevalent on the business aviation flight line, students are able to download their course content before arriving in class and prepare for their lesson.

New Technologies FlightSafety‘s VITAL 1100 visual system is one technology from the company’s portfolio enabling the learning center network to deliver more precise solutions to its demanding customer base for its dynamic schedules. Gross discussed the importance of the Vital 1100. “We have a customer that wants to come in and do a curved approach down to 200-and-a-half, so that’s where this technology is shining for them.”

In an effort to further expand the technology envelope in this sector’s training programs, FlightSafety has built a center-line, forward facing instructor operating station in the new FS1000 full flight simulator for the Gulfstream G650 twin-engine business jet. The training device was installed to its Long Beach Learning Center this July.

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oil through an onboard fuel system, and completing other learning tasks using graphics and PowerPoint slides, the student now uses simulator-furnished data on learning devices inside the classroom. “You can now fly from the desk,” MacLellan emphasized, adding, “and now instead of just talking about a fuel system, we are reviewing it and using it just like we would in the aircraft. You are not talking about pounds of fuel. You are manipulating switches in classroom scenarios in a specific flight.”

Steve Gross, the company’s vice president for Sales, provided another insight on the level of ODF technology insertion. The company executive added there is a Falcon7X cursor control device at each desk to permit aspiring pilots to better learn and become familiar with the aircraft’s advanced avionics suite – paramount as cockpit avionics become more complex.

Since 2010, ODF has rapidly become a foundation for initial and recurrent training for many of FlightSafety’s fixed-wing and rotary wing aircraft programs. An ODF program is now part of each Flight-

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“So now the instructor is not sitting sideways looking outward on the left-hand side to see what is going on,” MacLellan said, “we have moved the IOS where the instructor is sitting between the students – right where things are happening.”

Demand from New Aircraft The business jet market’s modest, sustained recovery from the 2008 recession, primarily in the upper-end, large cabin segment, and the introduction of new and derivative small and mid-sized cabin jets is yet another force driving this community’s training expansion and evolution.

In one instance the initial HondaJet light business jet aircraft is preparing to enter service in 2015. To support the entry of the new jet into the business aviation community, FlightSafety is the authorized training provider for the program, and is completing the courseware and full flight simulator for delivery to HondaJet. FlightSafety is also partnering with Pilatus to deliver the training system for the new PC-24 business jet. MacLellan noted the first PC-24 training program will be at the Dallas FlightSafety Learning Center. The program will be certified by FAA, EASA and other regulatory agencies and will be deployed concurrent with the aircraft’s fielding to the community.

Above FlightSafety's Operational Day Flow (ODF) concept for initial and recurrent pilot courses allows learners to 'learn by doing' in classrooms such as the one above.

Image credit: FlightSafety International.

A statement from Daniel Bachmann, the manager of communications at Embraer Executive Jets, noted that on this August 12, the Brazilian Civil Aviation Agency (Agência Nacional de Aviação Civil – ANAC) granted type certification for the company’s new Legacy 500 executive jet. The first delivery was scheduled as this issue was prepared for publication with up to six aircraft being produced in 2014. Bachmann further added FlightSafety is the provider of training for the new aircraft “and the Legacy 500 training site is St. Louis.”

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On the Horizon FlightSafety, in an effort to stay ahead of the business aviation community’s increased focus on safety is developing a safety management system (SMS).

MacLellan remarked that his team was continuing to collaborate with the FAA on this project. The company expects to be approved as a Part 142 school for safety management systems by this December 31. “We’ll be one of the first 142 schools with an SMS-approved program,” he added. cat

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27

TECHNOLOGY

Hi-Tech Manufacturing Chris Long takes a look at Strata Manufacturing PJSC, based in Al Ain, which employs highly skilled women on the production line.

T

he most visible benefit of commercial aviation is, of course, in the explosion of travelling opportunities for a growing proportion of the world population.

Alongside that, the industry has created of huge range of employment opportunities, which historically were centred around aircraft manufacturers and operators. With the trend to outsource to global suppliers, fuelled in part by offset agreements, the prosperity that high tech manufacturing can bring has now spread the benefits to a much broader demographic, frequently accompanied by significant social change.

UAE Vision 2030 The UAE has long recognised that dependence solely on fossil fuels is not sustainable in the long term. The government-led initiative is to invest massively in long-term projects which are adapted to the national strengths. The Emirates have a relatively modest population base, so the hi-tech industries are particularly attractive, relying as they do on a highly trained and skilled workforce rather than huge numbers of unskilled labourers.

Whilst expatriate labour is necessary to establish these hi-tech industries, the 28

CAT MAGAZINE 5.2014

Vision 2030 aims at employing local nationals in increasing numbers to reach the highest possible levels of national autonomy in the labour market.

Strata Strata Manufacturing PJSC, based in Al Ain, manufactures advanced composite aerostructures for the major OEMs such as Airbus, Boeing and ATR. Flap track fairings, spoilers, ailerons, and empannages are provided. This demands very high levels of precision and consistent quality. To produce these units, the manufacturing team must be skilled in a range of disciplines, from carbon fibre layup, to proper use of the autoclaves, through to painstaking product finishing. All the processes are subject to the highest standards of testing and quality controls. These are not straightforward skills, so a robust recruiting and training system had to be put into place.

As Mohammed AlBlooshi, Advisor to the Chairman and CEO, and who heads learning, training and development at Strata explained, the programme started in 2010, and the first apprentices were recruited locally from Al Ain. Given that this was a completely new world for many of the new entrants, there was a very steep learning curve. What broke with tradition was that some 80% were women between 20-35 years of age, many of whom had children. This required a major shift in attitudes, as the principles of time-keeping, longer working hours, refreshing basic Math and Science and acquiring highly specialised and technical skills were not the norm for this population group. Certainly the first steps were not easy, and expectations were modest. Now, however, the notion has really taken off, and, as one would expect with the local culture, word of mouth passed on to family and friends by current

Above & Opposite Many of the apprentices were recruited locally from Al Ain, with 80% being women between 20-35 years of age.

Image credit: Strata Manufacturing.

employees has boosted recruiting enormously.

So, what is the process through which the novice apprentices can acquire these new skills? Johannes (Noddy) Naude, Technical Training Manager, sees the new arrivals start their training at the UAE University in Al Ain, where they spend four months of academic refresher and basic skills adapting to the demands of punctuality, understanding the materials, learning how to drill through various materials and so on. This is followed by 20 weeks of very specific training in carbon fibre layup. This is carried out by Lockheed Martin specialists, who also introduce not just the technical knowledge, but explain and insist on the adoption of essential working practices. Once qualified for the in-house category of “Strata Aerostructures Technician”, they can then join the team at the Strata facility, where they have to complete 1700 hours of closely-supervised work within the first year before being signed off and given an employment contract.

Performance Nick Cooper, COO at Strata, has the responsibility of overseeing both the production and delivery of the products.

He is very well aware that there is zero tolerance of faults in production; the OEMs will simply not accept anything

other than the highest standard. What he has noticed is the engagement that this developing team has demonstrated in the role. A pride in performance has emerged in which aiming for, and achieving, those demanding levels of quality is evident in these newly-qualified technicians. They work alongside a wide range of other nationalities, and are taking their place entirely on merit. As one would hope, there are some who are already exhibiting the qualities sought for team leaders, and that fits well with the concept of a long-term career, with each graduate following a transparent Career Development Plan (CDP) as would be the case in any comparable global facility.

Last Word AlBlooshi saw the start of this programme, and at the time there was modest expectation of the acceptance of this new role in his community. The concept of Emiratisation was fine – but how would it work in practice? He is delighted that there is now a realistic goal of a national contribution of 50% of the work team by the end of 2015. That this project has been so wholeheartedly accepted and is flourishing is a source of tremendous pride – only surpassed, he believes, by the surge of pride shown by the families at the Graduation Ceremony which sees their relatives take their place in this hi-tech world. cat

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29

COMPANY PROFILE

A New Approach to Funding and Type Rating Training Chris Long reports on training provider CTC Aviation’s operations.

T

here is no reason to doubt the Boeing forecasts which predict demand for a very large number of pilots over the next 20 years.

There will always be challenges to pilot training - getting the numbers of new entries is itself a huge task, but beyond that, probably the major issue that remains is the cost of effective training.

Additionally, as the number of airlines increases, the one-size-fits-all template for a type rating is not necessarily the most efficient solution. CTC Aviation has put in place processes which it believes addresses both of those challenges.

Over more than 20 years CTC Aviation has established itself as a highly credible training provider. Initially primarily concerned with the provision of type rating training services for airlines and subsequently grooming newly-qualified pilots to progress to full commercial airline operations. The range of training now spans the entire career of an airline pilot including selection and resourcing services, from ab initio, though type rating and on to recurrent, command, instructor and examiner qualifications for both individuals and airline employees. Throughout this evolution there has been a culture of enthusiastic innovation to adapt to the realities of train-

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CAT MAGAZINE 5.2014

ing demand, and at least two aspects deserve particular attention.

Ab Initio – A Solution for Airlines The vexed question of accessing funding has frequently been a bar to new entrants, and, at a time when the demand is strong, many young people have simply not been able to finance their own training. Fully airline-sponsored training is rarely seen outside the Gulf region and Asia, but there are now schemes whereby risk and cost can be shared between student pilots, the airline and the training provider.

CTC Aviation has been in the vanguard of new ideas for such funding, and now has robust schemes in place.

Whether the training is the CPL/IR Frozen ATPL, or a MPL course, CTC Aviation has worked with airlines to customise a package, and takes the lead in the cooperation between trainee, airline, regulator and banks.

Anthony Petteford, Chief Commercial Officer, cites the example of the present programme to provide new pilots for easyJet, the UK’s largest LCC. This is a process that envelopes goals which fit well to the new mindset and career pattern. The process starts with a selection held in the original base of CTC Avia-

tion, Dibden Manor, Southampton, UK, where a specialist CTC Aviation assessor and recruiters from easyJet give a one day assessment for candidates. Those selected for training then complete a CTC Aviation instructor-led and iPadsupported MPL theory course either in the UK or at Hamilton, New Zealand, one of two overseas bases.

This is followed by single engine flight training either in Hamilton or at Phoenix, Arizona (the second overseas base) using EFIS Cessna C172 or Diamond D40 aircraft. Multi engine training is carried out back in the UK on the A320 devices using easyJet’s Standard Operating Procedures (SOPs). Prior to flying with the airline this part of the training is completed on the A320 full flight simulator and A320 aircraft, thereby achieving the formal Type Rating. Line Oriented Experience (LOE) and Line Check is carried out with easyJet.

Key Features The entire training package to completion of the Line Check is scheduled to last for 78 weeks. Once the trainee is selected and has embarked on the process, the fees are fixed, and CTC Aviation provides ‘Performance Protection’ against the cost of any additional training should it be

SUBSCRIPTION FORM necessary, and a refund of monies if CTC Aviation ceases the training because of performance falling below the required standard. Critically, CTC Aviation can provide help with securing a bank loan against the future job with easyJet, and this opens the door to those without the cash-in-hand.

There is also the option of starting a BSc (Honours) Degree in Professional Aviation Pilot Practice accredited by Middlesex University London, by way of preparing for a long-term career in aviation.

Whilst this model is used by easyJet, other airlines follow a similar profile but, for instance with British Airways, the training is to the issue of the conventional CPL/IR Frozen ATPL and BA will underwrite loan financing if required.

Statistics are now building up as to the success of this pattern. Mike Redrupp, Chief Operating Officer – Airline Training, quotes a failure rate of 0.9%, which improved in 2013 to 0.5% - pretty impressive, and that brings much more effective course planning and scheduling. He emphasises that it is essential to work closely with the parties involved in particular the shaping of a MPL course is a team game, with inputs from CTC Aviation, the regulator and the airline. A strong feedback loop means that any lessons learnt about training effectiveness can rapidly be fed back into the system.

Additional Strands of Training Whilst the training can start with either ab initio MPL or CPL/IR, the career-long training support can continue with all the elements a professional pilot might need; each tailor-made to the individual or airline requirement.

Petteford reiterates that CTC Aviation is not shy about embracing new training opportunities, and full cabin crew training is also now available. There is ongoing and considerable investment in new equipment to support both flight crew and cabin crew training. Having established this solid foundation, Petteford sees the larger strategy as developing the footprint both geographically and in the range of training opportunities (see CAT 4/2014). In the immediate future, organic growth is the way forward, although there may well be opportunities for further partnerships. cat

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31

SHOW REPORT

APATS 2014 – Asia Engaged Chris Long files this report from APATS 2014 held in Bangkok, Thailand.

O

nce again the Asian civil aviation training world has beaten a path to Bangkok for the Asia Pacific Airline Training Symposium (APATS). This 2014 event was marked by yet another significant increase in the number of airlines attending – up from 36 last year to 47 this time – and, most importantly, with Asian airlines making the major contribution.

With the keynote speaker, Mr Voradej Harnprasert, Director General of the Department of Civil Aviation, Thailand reinforcing the need for rigorous training focusing on safety, the theme of "Training for Resilience" was enthusiastically embraced by speakers and delegates alike. There is an almost universal recognition that the role played by the national and company culture is important in creating an environment in which safety issues can be openly addressed and improvements made. The issue of the influence that culture plays in the open sharing of information to manage the multiple inputs required for situational awareness and safety monitoring came across through several of the presentations.

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CAT MAGAZINE 5.2014

requirements, is quickly gaining ground, as training organisations see the value and safety benefits of targeted training tasks. One part of the debate now is how that data is interpreted. There is, or should be, a move away from only looking at faults to define what needs to be done, and rather to identify and reinforce best practice, where the exercise of such good practice has sidestepped a potential problem - current data mining can help to do that.

Above Keynote speaker, Mr Voradej Harnprasert, Director General of the Department of Civil Aviation, Thailand.

Data Increasingly there is confidence that the data being accumulated through tracking performance in flight and in the simulator can lead to a better understanding of what the main focus of training should be. The drive to use Evidence Based Training (EBT) to pinpoint areas of training need, rather than a straightforward iteration of simply fulfilling the regulatory Silver Sponsors:

Training Style It has been recognised for some time that new entrants into the industry approach training in a different way. It makes sense to update the training paradigms to respond to that – certainly not to change the training output standards, but primarily to adapt the way information is transferred to make sure that trainees are provided with the tools that they need to acquire and retain the knowledge that they will subsequently use in their roles.

The conference heard from both those who deliver training and those who have recently been at the receiving end of Conference By:

such training. We, the industry, need to understand how effective present training is and how, where necessary, we can modify it so that it becomes relevant and effective with today's mindsets.

Networking As all who have attended the Halldale conferences well know, a huge proportion of the value of the events come from the networking around them. The conference content should be seen as the start of the discussion – the expertise in the delegate pool can then run with the continuing story.

APATS 2014 was no exception, and the amount of activity in and around the exhibition hall was pretty intense, particularly during the first day, when acquaintanceships were renewed and new ones forged. Many of the speakers were immediately besieged with delegates eager to follow up on the ideas floated during the presentations. The aim is not just to be passive recipients of information, but to actively contribute to the debate. Naturally there may not always be an absolute answer to the issues, but it is evident that major progress can be made when discussing the challenges with peers who face the same problems and pressures.

It can be reassuring to find that you are not the only one trying to solve a difficult issue when faced with time and budgetary constraints.

Future Planning Whilst some topics seem to have shorterterm popularity, a couple of issues retain a continuing interest. One of those is the form of training appropriate for new pilots – regulatory changes within several jurisdictions around the world come at that problem from a different direction.

It is enlightening to hear informed views of what might best be adapted to future needs.

In the sidelines of the show there was continuing concern and worry about the inconsistent level of Aviation English presently used by professionals.

The dream of a universal competence as defined by the ICAO Level 4 has sadly

too often proved to be illusory. Whilst both pilots and Air Traffic Controllers may have the required certificate of competency to ICAO Level 4, the reality is that all too often the actual effectiveness of the language shown by both professions may be well short of the desired level, perhaps even to the point that the notional guaranteed levels of safety may not be assured. It is the elephant in the room, but the industry has a duty of care to ensure that safety is not compromised. Not easy, and sometimes diplomatically challenging, but maybe future Halldale conferences can and should be the neutral territory where that open debate can be continued.

Event Statistics APATS 2014 attracted 370 training professionals from 36 countries. This included 93 representatives from 47 airlines, 31% more airlines than in 2013. Other organisations that attended included regulators, training providers plus suppliers of simulators and software solutions.

The commercial exhibition of 44 companies from around the world occupied 1400 square meters.

The event web pages at www.halldale.com/apats include a set of resources including presentations from the conference, the list of attendees and links to photographs taken at the event. cat - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E

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CAT MAGAZINE 5.2014

33

SHOW PREVIEW

AAETS Takes Shape Chris Long previews the new APATS Aviation Education and Training Symposium which will be taking place in February 2015.

A

lthough abstracts are still arriving, there are already plenty of impressive presentations to enable us to see the shape of the APATS Aviation Education and Training Symposium (AAETS), which will be held in Incheon, Republic of Korea (ROK), on 10th and 11th February 2015.

The speakers are drawn both from around the world and within the region.

The keynote session includes leaders from the Ministry of Land, Infrastructure and Transport of the ROK, Incheon International Airport Corporation and Boeing.

The increased scope of this event has attracted major players such as Airbus, ICAO Trainair (the latter will have an entire session to update on its activity) and CAE. These are familiar to those who attend the world-ranging Halldale conferences, but also included will be senior representatives from universities such as Purdue, Griffith, and Western Michigan, as well as academic figures who have not previously joined our conferences. Airlines have also stepped up to the mark, with both those from the region such An Official Event of the South Korea Ministry of Land, Infrastructure and Transport (MoLIT)

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CAT MAGAZINE 5.2014

as Asiana, Korean Air, ANA and Air Asia sharing some of their initiatives, together with major global airlines like Emirates.

Subjects that will be addressed during the conference will include updates on some of the topics which feature in the specialist training conferences, so pilot selection, CRM and EBT will be closely investigated. However, we will also feature in greater detail a close look at some examples of international cooperation in education and training. A major part of the conference will be dedicated to an in-depth appreciation of the cultural issues which are relevant within the aviation industry, and this will reveal suggested solutions and work practices which can enhance safety and efficiency.

Acknowledged experts will discuss the continuing challenge of how to attract and retain new entrants into the broad spectrum of the aviation industry; not only those on board the aircraft. Once they are with us, we need to understand how best to train this generation. To help answer that challenge there are significant developments in technology and Hosted by:

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instructional methodologies which can render the training much more adaptive and interesting, so that it holds the attention of keen young minds.

This conference has excited responses from aircraft manufacturers, major regional airlines, aviation universities and globally-respected training equipment manufacturers and training providers. The energy which is generated through the growth in civil aviation in the region is also translating into a determined drive to put in place all the education and training tools in order to respond to the huge increase in the number of people employed in the industry.

This demand globally is for skills right through from the design to the safe and efficient operation of the aircraft, but as an area of actual and predicted enormous growth, the region has a particular need of very large numbers of recruits.

This increased range of topics will create an even richer mix of delegates, and that, in turn, will result in even more extensive networking opportunities during the conference. The take-up of cross fertilisation of ideas from different disciplines, and the sharing of new initiatives, will doubtless generate even more ideas of best practice to improve performance across the board.

Alongside the conference there will be an international exhibition of training solutions providers, including flight simulators, hardware and software developers, flight schools and academic bodies.

AAETS is an official event of the Ministry of Land, Infrastructure and Transport and is expected to bring together 400 senior training professionals from around the world, including 200 Korean delegates consisting of representatives from the authorities such as MoLIT and the Civil Aviation Development Agency, decision makers and senior personnel from approved training organisations, airports, ATC providers, airlines and the training industry.

For further information about the conference and exhibition please vist www.halldale.com/aaets cat Organised by:

Conference by:

World News & Analysis

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

FLIGHT SIMULATORS

iCAT Flight Trainers Indra has completed the development of the iCAT, a new training system for pilots of the Airbus A320. The first two units of this training solution have been delivered to Beijing Capital Airlines.

These systems will be installed at the training centers owned by the Chinese airline in Beijing and Hainan Island.

Indra has incorporated the same simulation software in the iCAT as that used by full flight simulators. As a result the trainer is extremely realistic and is very much like a level D simulator.

The main difference between the iCAT compared to full simulators is that they are not mounted on a moving platform, they use flat screens instead of a projection system and the aircraft controls are not real but simulated on touchscreens. The only physical systems incorporated in the trainers include flight controls and engine controls, the Flight Control Unit (FCU) and the MCDU, the communications device in which the pilot enters data. These features reduce development and maintenance costs.

PILOT TRAINING

PILOT TRAINING

Pilot Communication Training Solution

EBT Solution

Advanced Simulation Technology inc.

(ASTi) unveiled a pioneering, low-cost commercial pilot ATC communication training environment at the Flight Simulator Engineering and Maintenance Conference (FSEMC) in Tulsa, OK. The new product, called Simulated Environment for Realistic ATC, or SERA, provides pilots with fully immersive flight training by incorporating all aspects of the external environment including air traffic control (ATC) radio instruction, radio calls from other aircraft, and a corresponding visual representation of traffic in the simulation.

SERA employs a real-world database of flights, airports and weather conditions, enabling pilots and co-pilots to learn valuable radio and operational skills in a lifelike environment. SERA constructs and

maintains a complete external environment along the simulated aircraft's route, automatically including all appropriate ATC functions such as Clearance Delivery, Ground, Local, Approach/Departure, and Center. The solution also responds intelligently to what the trainee is or is not doing properly and communicates corrective action.

SERA can be integrated with virtually any type of flight simulation training device and simulate any commercial aircraft, airport, flight plan, and scenario.

It also supports all requirements for Section 9 of the ICAO 9625 global industry standard for simulated ATC and flight training devices, among these the correlation of radio signals with the visual scene.

Germanwings, a wholly owned subsidiary of Lufthansa, has chosen PRODEFIS TPMS for applying ATQP. Germanwings is the 10th European airline relying on TPMS for managing ATQP. TPMS is the Training and Performance Monitoring System providing full support for ATQP, AQP, EBT and CBT. Many CAAs across Europe have already approved ATQPs based on TPMS. Germanwings has also opted for PRODEFIS COURSE, the training management system which supports planning and scheduling, qualifications management, resource management, record keeping and auditing. The airline has also chosen PRODEFIS E-FILE for electronic management of personnel files.

CAT MAGAZINE 5.2014

35

World News & Analysis FLIGHT SIMULATORS

SOFTWARE

FFS for Ansett Aviation Training

New Contracts

TRU Simulation + Training is to provide an Airbus A320 FFS X™ full flight simulator (FFS) to Ansett Aviation Training. Delivery of the FFS to Ansett's Tullamarine training facility in Melbourne, Australia is expected during the fourth quarter of 2014.

The A320 FFS X will join Ansett's existing fleet of 11 full flight simulators and will be used to train pilots from Tigerair Australia and other potential customers. The simulator features an electric-pneumatic motion system with a 200° x 40° field of view (FoV) display on Liquid Crystal on Silicon (LCoS) projectors.

Pelesys has signed a long term agreement with Bassaka Air Limited and also expanded its current service agreement with Sky Regional. Bassaka Air Limited is a start-up Scheduled and Charter airline based in Cambodia, and Pelesys will be providing a Software as a Service (SaaS) Training Management and Deployment platform, including several courseware titles and Pelesys' CrewPad, a tablet based solution that will provide Bassaka Air pilots with the ability to complete their training online, or offline, while continuing to maintain training compliance and complete audit control and data security.

Pelesys will also be providing Sky Regional, an established airline providing regional feeder service to Air Canada, its Electronic Training Records (ETR) platform. This additional ETR platform will also be a Software as a Service (SaaS) platform, supporting both the current, and future, Evidence Based Training (EBT), and Advanced Qualification Program (AQP) initiatives. Within Sky Regional, the ETR platform will interface with the current Pelesys training management and deployment platform, to provide a seamless integration, and electronic updating of both assessments and qualifications.

PILOT TRAINING

AIR TRAFFIC CONTROL

Flight Instructor Higher Apprenticeship

ATC Partnership

CTC Aviation has announced the opening of a fully sponsored Flight Instructor Higher Apprenticeship in Professional Aviation Pilot Practice (HAPAPP). Supported by the UK Government and UK Civil Aviation Authority (CAA), the programme incorporates the BSc Honours degree in Professional Aviation Pilot Practice which CTC Aviation delivers in partnership with Middlesex University.

Successful applicants will be sponsored by CTC Aviation to become multiengine Instrument Rating and Class Rating Instructors (IRI and CRI), receiving a salary from the commencement of training. They will join CTC Aviation’s team of

highly qualified instructors responsible for delivering flight training for the company’s CTC WINGS airline pilot career programmes and the company’s flexible pilot training programme, CTC TAKEOFF. The Apprenticeship includes three years as an employed flight instructor at CTC Aviation’s Crew Training Centre Bournemouth. At the end of the Apprenticeship period, Instructors may choose to continue working for CTC Aviation or look for employment with an airline with the help of CTC Aviation’s Graduate Placement Team, who will work to place them as a First Officer with one of the company’s Partner airlines.

CABIN CREW

Electronic Flight Attendant Manuals American Airlines was the first airline with a paperless cockpit, and now American's cabins are also paperless. The airline is the first mainline carrier to provide flight attendants with electronic manuals, accessible through a handheld tablet.

"The tablet allows us to reduce our dependency on paper products and to share important safety information with our flight attendants more quickly,” said 36

CAT MAGAZINE 5.2014

Hector Adler, vice president of Flight Service for American Airlines. American no longer relies on printing and shipping updates for flight attendant manuals, saving the company $300,000 annually.

As a result, flight attendants can now update their manuals in a matter of minutes and search for items in seconds, improving work efficiencies. Switching to the lightweight 5.3-inch Samsung tablet

Airways New Zealand has launched an exclusive partnership with the Civil Aviation Management Institute of China (CAMIC) for the delivery of air traffic control short courses in China. Airways' Head of Training Sharon Cooke said the contract would see Airways providing ATC refresher training to improve proficiency for up to 200 controllers over the next three years. CAMIC students will benefit from the use of Airways' Total Control CD air traffic control simulator installed at the institute's purposebuilt ATC facility, incorporating it into a blended learning environment with other computer-based training tools. from the nearly 5-lb. paper manual will save the company nearly $650,000 in fuel annually based on current fuel prices.

American's flight attendants began using eManuals exclusively on Sept.

1, after a six-month test-evaluation period, with oversight from the FAA. The first flight attendant training class that trained solely on the tablet will graduate in October. The eManuals will roll out to US Airways flight attendants after the two carriers achieve a Single Operating Certificate, planned for mid-2015.

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The Call for Papers is open until November 19, 2014 Six conference streams • World Airline Pilot Training • Regional Airline Pilot Training • Cabin Crew Training

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Organised By

World News & Analysis CABIN CREW

SHORT FINALS New Training Aircraft Ethiopian Airlines has taken delivery of three new Cessna 172 pilot training aircraft from Cessna Aircraft Company, along with 12 Diamond training aircraft from the Austrian Diamond Aircraft Manufacturing Company.

Interjet Training Devices L-3 Link Simulation & Training's (L-3 Link) Crawley, UK-based operation has signed a letter of intent with Interjet to build and deliver a Sukhoi Superjet 100 full flight simulator (FFS) and an associated flight training device (FTD).

The SSJ100 FFS and FTD, based on L-3 Link's RealitySeven™ simulation solution, will be used at Interjet's Toluca, Mexico training facility.

Coptersafety FFS Ready for Training Coptersafety's AW139 full flight simulator (FFS) has received EASA Level D certification from the Finnish CAA (Trafi) and is now ready for training.

The new CAE Series 3000 AW139 FFS is jointly developed by CAE and AgustaWestland and is based on the OEM data package. The device is installed at Finnair Flight Academy next to Helsinki Airport, Finland.

L-3 Link & Eltra Sign Agreement L-3 Link Simulation & Training's (L-3 Link) Crawley, UK-based operation has awarded Eltra Services Beijing, a subsidiary of Airbus Group, a contract to manage and deliver focused logistical and engineering simulator support services within mainland China.

Frasca FTDs for Sim Fleet The University of North Dakota, Grand Forks, has ordered two Frasca flight training devices (FTDs) to add to their existing fleet of over 20 Frasca simulators. The FTDs on order include a CRJ-200 Level 5 FTD and a Seminole Level 5 FTD with G1000 and GFC 700 AP. UND also recently updated several of their FTDs to Level 5 devices.

G650 Qualified by FAA FlightSafety International's third Gulfstream G650 aircraft simulator has been qualified to Level D by the US Federal Aviation Administration. The simulator is located at FlightSafety's Learning Center in Long Beach, California. This is the first FlightSafety FS1000 simulator to receive FAA Level D qualification.

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CAT MAGAZINE 5.2014

Cabin Crew Training Installation Etihad Airways has awarded a US$14 million contract to Spatial Composite Solutions, the UAE-based manufacturer of crew training equipment. Under the contract, Spatial will design and manufacture a total of 14 cabin crew training devices, including Airbus A380 and Boeing 787 Dreamliner models, to the latest Etihad Airways specifications and install these at the new Etihad Innovation Training Academy in Abu Dhabi. The company will also build a series of door and cabin trainers that cater to Etihad Airways' growing fleet of Airbus A320, A330 and Boeing 777 aircraft, and will conduct an extensive refurbishment program on all existing cabin crew training equipment at the state-of-the-art Etihad Training Academy, located next to the airline's headquarters in Abu Dhabi.

ARRIVALS & DEPARTURES

New Appointment at Pelesys Peter Niemy has joined the Pelesys team as Global Sales Director. In his new role, Peter will lead and manage all global sales and business development opportunities for Pelesys.

"We are very excited that Peter has decided to join the Pelesys team. He brings over 30 years of commercial aviation training experience working for some of the largest training providers and simulation manufacturers in the industry including CAE, Oxford Aviation Academy, GE Commercial Aviation Training and Thales Training & Simulation," said Allan Greene, VP Sales and Marketing.

"Peter's experience and knowledge of the training industry will be instrumental in helping Pelesys meet the evolving needs of our customers."

SIMULATORS

EASA FFS Approval FSTC (Flight Simulation Technique Centre) has received EASA approval for its Airbus A320 simulator, making it the only pilot training centre in the north India region to have this approval. FSTC is a joint venture company with SIM Industries BV, Netherlands, a Lockheed Martin company, and it has the latest Airbus A320 and Boeing 737-800 full flight Level D simulators located at its training facility in Gurgaon. The training centre plans to install six full flight simulators in three stages over a period of the next 18 months.

PILOT TRAINING

ATP Certification Training Program Embry-Riddle Aeronautical University has become the first training provider in the US to receive approval from the FAA for its ATP Certification Training Program (CTP). With the completion of an FAA-approved aviation degree program from Embry-Riddle, graduates are also eligible to receive the newly created Restricted ATP certification after 1,000 or 1,250 training hours, making them eligible for hiring by a scheduled passenger airline (Part 121 carrier), between 250 and 500 flight training hours sooner compared to students completing a nonqualified program.

Embry-Riddle's ATP CTP coursework includes a minimum of 10 hours of flight time in the university's aircraft simulators, including the only FAA-qualified Level D CRJ-200 full motion full flight simulator in use by a university in the United States. Once the ATP CTP course is completed, Embry-Riddle students receive a graduation certificate and the required endorsement to take the FAA's ATP Airman Knowledge Test. Students who major in Aeronautical Science with an Airline Pilot area of concentration will complete the ATP CTP course as part of their normal degree requirements.

Simulation Technology

Electric Motion Systems

TRAINING SERVICES

Training Alliance FlightPath International and Coopesa have announced their new alliance to establish an International Airline Training Center located in San Jose, Costa Rica. This new alliance will bring Transport Canada, FAA and EASA approved airline training courses to serve the Americas, based at the Coopesa facilities in San Jose. Training programs will include pilot and maintenance courses beginning the fourth quarter of 2014.

PILOT TRAINING

Graduate Pilot Programme

E2M Technologies has reached an agreement with CAE Inc. regarding delivery of their electric motion systems to be used in CAE's Level D full flight simulator products. The agreement marks the establishment of E2M Technologies as one of the few suppliers in the world capable of delivering systems with the right combination of quality and technical, as well as commercial properties for the demanding application of pilot training simulation.

MAINTENANCE

Saudi Arabian Company Established Aviation Australia has established a company Aviation Australia Riyadh College of Excellence (AARCOE), in Saudi Arabia with it's in country partner, Sharmal Investments. Aviation Australia's training college is located at King Khalid International Airport in Riyadh and includes a comprehensive hangar and aircraft maintenance training environment. Students will commence training in December 2014.

The Aviation Australia Riyadh College of Excellence leverages Aviation Australia's existing expertise in aircraft maintenance engineer training. Over the next five years, 2,500 Saudi Arabian students will receive training at the College.

TRAINING SERVICES

New Training Centre Jet2.com has opened its new ÂŁ9.5 million state-of-the-art Training Centre in Bradford, UK. The 32,232 sq. ft. facility is a first for Yorkshire and the only one in the north of England which has been specifically designed as a fully integrated simulator and cabin safety and emergency procedures (SEP) training centre for both flight deck and cabin crew.

The centre houses three flight simulators, cabin crew trainer units, a computer based training (CBT) room for pilots and fully equipped classrooms and briefing rooms. It will provide training for both new recruits and the airline's existing 579 pilots, 24 pilot apprentices and 960 cabin crew.

bmi regional has teamed up exclusively with CAE Oxford Aviation Academy to create a brand new graduate cadet programme to find its flight deck crew of the future. CAE will also provide type rating training to the graduate cadets and provide recurrent training to all bmi regional's pilots on the first Level D Embraer 145 simulator in the UK, which will be located at CAE's Burgess Hill Training Centre from October 2014. bmi regional requires at least 10 new graduates in the remainder of 2014 alone to meet its expansion plans for its new UK and Europe services. As the airline continues its expansion programme, the requirement for cadets is expected to double next year and beyond. As part of this programme, a minimum of 70 CAE Oxford Aviation Academy graduate cadets are due to be selected by bmi regional and undergo CAE type training in preparation for joining the airline over the next five years.

Flight Simulation Conference Flight Simulation Conference

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Devices.

It It also also aims aims to to identify identify specific specific areas areas of of simulation simulation design design and and data data provisioning provisioning that that requires requires future enhancement so that future enhancement so that further further training training capabilities capabilities and and fidelity fidelity can can be be realised. realised.

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CAT MAGAZINE 5.2014

39

World News & Analysis MAINTENANCE

ARRIVALS & DEPARTURES

Key Milestones Reached

New VP - Flight Operations at Virgin America

The Air New Zealand Aviation Institute is celebrating the success of its European Aviation Safety Agency (EASA) 147 basic aircraft maintenance program after reaching two key milestones.

The Aviation Institute made New Zealand aviation history last month when 15 students graduated from the first ever EASA aircraft maintenance course in Christchurch.

The Air New Zealand Aviation Institute has also successfully obtained New Zealand Qualification Authority (NZQA) approval of its EASA 147 Approved Basic Training Course and accreditation to deliver the programme as a New Zealand Level 5 Diploma.

Virgin America has appointed Brad Thomann as vice president - Flight Operations. Thomann, who has over 30 years of experience in civil and military aviation, will oversee the Californiabased airline's technical and administrative Flight Operations functions including Flight Training, Flight Operations Engineering, Flight Standards, Flight Crew Communications, Flight Crew Resources and the Chief Pilot's Office.

ATC TRAINING

SMATSA Chooses Micro Nav

HELICOPTER

CAAC Approval The Bell Helicopter Training Academy (BTA) has received Part 147 facility organizational approval from the Civil Aviation Administration of China (CAAC). This authorization allows the BTA to conduct theory and practical training in China for the Bell 206, Bell 407, Bell 412 and Bell 429 product lines. The certification covers maintenance and avionics theory and practical training for all approved aircraft.

Following a public procurement procedure and subsequent invitation to tender distributed in December 2013, Serbia and Montenegro Air Traffic Services (SMATSA) have selected Micro Nav to supply their BEST 2D/3D tower simulator.

The tower simulator consists of three controller workstations, a 12 channel LCD based 3D display, four pseudo pilot workstations and one instructor workstation. The simulator will be installed at SMATSA Air Traffic Control Officer Training Centre in Belgrade.

TRAINING SERVICES

Superb Simulation Facilities at Manchester's School of Engineering The School of Engineering at The University of Manchester has recently taken delivery of new simulation equipment from UK company, Merlin Products Ltd. Such has been the popularity of aircraft simulation with the Manchester Aero Engineering students that the installation of the new simulators will ensure that maximum use may be made of their laboratory.

Dr. Nick Bodjo said, "The University of Manchester is delighted to see the arrival of its new MP521 six degree-of-freedom motion flight simulation, and two MP 500-1 static simulation stations, from Merlin Flight Simulation Group. The additions greatly enhance our teaching capability, allowing four students to fly at the same time, and for a longer period of time than was previously achievable.�

PILOT TRAINING

SOFTWARE

Enhancing Pilot Communications

Service Agreement

Aerosim Flight Academy and Adacel have joined forces to enhance pilot communications training at Aerosim's campus in Sanford, Florida. Adacel will supply two suites of Intelligent Communications Environment (ICE) aviation language proficiency trainer, which will be integrated into Aerosim's comprehensive pilot training programs.

Adacel's ICE is designed to help users gain the vocabulary and comprehension necessary to achieve aviation English language proficiency. The system leverages Adacel's advanced speech recognition technology wrapped with lesson content to create a virtual aviation communication environment to develop the use of common aviation terms and exchanges that occur during flight. The two companies will continue to use their collective expertise to further enhance scenario content aimed at attaining proficiency.

The German software provider MINT Software Solutions has signed a service agreement for the delivery of its comprehensive training management solution MINT TMS to eight airlines that are part of the southern American Avianca Holdings S.A. MINT TMS will be used as an AQP Training System for flight crew, flight attendants and dispatchers training, with a strong focus on records management and AQP data collection and analysis. MINT will provide its proven and fully web based training management system MINT TMS as hosted SaaS solution and will also implement the MINT CalendarSync and FAA Reporting Add-Ons, as well as various interfaces to connect existing IT systems such as SIO and NetLine at the different group airlines headquarters with the new, central MINT training management database.

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CAT MAGAZINE 5.2014

TRAINING SERVICES

Strategic Alliance ETOPS (AS) UK and Teknoledge Inc. have agreed on a new strategic alliance covering the use and development of the Teknoledge range of products. ETOPS will be utilising the Teknoledge aircraft CBT products in their Type Rating courses and will be offering the innovative interactive cabin training as part of their training packages. ETOPS will also be leveraging their extensive simulator maintenance and support experience

to assist Teknoledge in developing the tool set to produce interactive training for simulator and aircraft training.

The Teknoledge cabin trainer is a fully interactive 3D simulation tool which allows the user to move into the cabin as though in the real aircraft and control seats, tablets, doors, overhead bins, escape slides, emergency exits, cabin attendant panels, oxygen mask, inter-phone and more.

SOFTWARE

SIMULATORS

Training Management System

Expanding Presence

ANA (All Nippon Airlines) will implement Britannica Knowledge System's Fox training management platform as its new holistic solution for optimizing its training operations. Major system components that ANA's Flight Operations Center will employ include training resource and scheduling management, qualification management (based on the AQP approach), grading (online and offline on iPads), recordkeeping, and an online test engine.

The comprehensive system will also integrate with relevant flight operational systems at ANA. HP Japan will provide ANA with a software-as-a-service (SaaS) solution based on HP Helion Managed Virtual Private Cloud. Britannica Knowledge Systems will supply the commercial-off-the-shelf (COTS) software, Fox.

TRU Simulation + Training has signed a contract to provide China Express Airlines with a Bombardier CRJ 900 FFS X™ full flight simulator to support the airline's increasing numbers of this aircraft.

The CRJ 900 FFS X will be fitted with an electrical 60-inch motion system, TRU Simulation + Training's unique front-projected collimated visual display, and Rockwell Collins' EP8000 image generator.

The new simulator will be installed during the fourth quarter of 2015. The airline will adopt the Train@HomeÂŽ model that is successfully being used by airlines worldwide, and is providing substantial savings on the cost of their pilot training operations.

PILOT TRAINING

TRAINING SERVICES

PILOT TRAINING

Jet Airways Contract

Strategic Partnership

Training In Ireland

Jet Airways and CAE have signed a training centre operations services contract, and Jet Airways pilots have already started training at CAE's integrated training centre in Bengaluru.

Under the terms of the agreement, CAE has relocated Jet Airways' CAE-built simulators from the airline's training centre in Mumbai to CAE's training centre in Bengaluru. Jet Airways' simulators, which include two B737 full flight simulators (FFS) and one B777 FFS, are now fully operational and certified

by India's Directorate General of Civil Aviation (DGCA).

Aviation Australia has signed a cooperative partnership agreement for the delivery of aviation training to Chinese aviation students. The partnership covers the full spectrum of training programs including aircraft maintenance engineering training, cabin crew training and technical English. In addition to these programs, Aviation Australia will work to develop tailored aviation training focused on the needs of the Chinese market. The partnership will also see the establishment of a full time Aviation Australia office in Shanghai with a dedicated business manager based in China.

The Dublin Airport Authority plc (daai), represented by Mr. Kevin O'Driscoll, senior vice president, and the Joint Aviation Authorities Training Organisation (JAA TO), represented by Mr. Joost Jonker, director, have formalized their cooperation by means of a Memorandum of Understanding (MoU). Both parties will cooperate in delivering training programs for aviation professionals in Ireland and surrounding regions, as well as in developing the training capabilities of the Dublin International Aviation Training Academy with JAA TO's advisory and training services.

MAINTENANCE

Maintenance Training in Malaysia Lufthansa Technical Training (LTT) and the APFT Maintenance Training (APFT) aviation school have signed a contract for the training of aviation technicians in Malaysia. Over a period of five years, about 400 trainees from APFT - Maintenance Training will be trained and qualified as aircraft mechanics (CAT A 1.1) according to EASA specifications.

Starting in January 2015, training staff from the LTT subsidiary Lufthansa Technical Training Philippines (LTTP)

under Jochen Harms, general manager, will conduct lessons in theory and practice with the EASA-approved LTT instructional materials and administer the exams as well. LTT experts will also evaluate the exams and issue the certificates. After successful completion of the training, graduates can apply with the European Aviation Safety Agency or one of the national authorities for an EASA CAT A 1.1 license after another three years of on-the-job training.

CAT MAGAZINE 5.2014

41

World News & Analysis SIMULATORS

ARRIVALS & DEPARTURES

CORRECTION

ALX Flight Sim Purchased

New CEO for MPS

In the World Civil Full Flight Simulator Census (p.70) in the last issue of CAT magazine we omitted the contact details for EVA Air. Their training centre at Taoyuan houses the following full flight simulators: A320-200; A330-200; ATR 72-600; B747-400; B777-300ER x 2; MD11. We apologize for this error.

Stapleford Flight Centre has purchased an Alsim ALX flight simulator in order to enhance its training efficiency. Stapleford Flight Centre already has three Alsim simulators: two AL200 DA42 and one AL200 MCC. This last one has been repurchased

by Alsim for a new ALX, as part of Alsim's 20th anniversary special offers. Stapleford Flight Centre owns a fleet of more than forty aircraft ranging from Cessna 152 basic trainers to twin-engine aircraft such as PA34 Seneca and the Diamond DA42 with glass-cockpit technology.

Calendar Airline simulation & training events organised by Halldale Group and CAT Magazine 28-29 October 2014 EATS 2014 – European Airline Training Symposium Estrel Hotel, Berlin, Germany www.halldale.com/eats 10-11 February 2015 AAETS 2015 – APATS Aviation Education & Training Symposium Hyatt Regency Hilton, Incheon, Republic of Korea www.halldale.com/aaets 21-23 April 2015 WATS 2015 – World Aviation Training Conference & Tradeshow Rosen Shingle Creek Resort, Orlando Florida, USA www.halldale.com/wats 15-16 September 2015 APATS 2015 – Asia Pacific Airline Training Symposium Centara Grand Convention Centre, Bangkok, Thailand www.halldale.com/apats

Other simulation & training events 11-16 November 2014 Airshow China / China International Aviation & Aerospace Exhibition Zhuhai, Guangdon Province, China www.airshow.com/cn/en 12-13 November 2014 The Future of Flight Training Devices RAeS, London www.aerosociety.com/events 3-4 December 2014 2nd Next Generation of Aviation Professionals (NGAP) Symposium Montreal, Canada www.icao.int/Meetings/NGAP2014

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CAT MAGAZINE 5.2014

Multi Pilot Simulations BV (MPS) has appointed Erik Jennes MSc as chief executive officer. Erik succeeds Dick Verburg, the company's founder and CEO for seven years, who will continue as president of MPS. Erik brings extensive commercial and general management experience working for multinationals including AT&T and Philips, as well as for early stage companies.

Index of Ads AAETS 2015 www.halldale.com/aaets 26 Aerosim

MAINTENANCE

Integrating eLearning Courses

www.aerosim.com

infoWERK has signed an agreement with Jet Aviation Basel to integrate various e-learning courses into the aircraft completions and maintenance company's online training list. Under the agreement, infoWERK has licensed Jet Aviation to run its courseware. It will also provide Jet Aviation Basel access to its Learning Management System, including a SAP interface which allows the tracking of students' training, to generate training reports for online students and to keep administration simple and effective.

www.axis-simulation.com

Commercial Aircraft Sales July 30 to October 8 2014

Aircraft type

Number Operator/Buyer

4

Alsim www.alsim.com

25

Axis Flight Training Systems 9

CAE www.cae.com OBC CAT Magazine www.halldale.com/cat

23 & 31

CTC Aviation Group www.ctcaviation.com

13

European Pilot Selection & Training www.epst.com

29

FlightSafety International www.flightsafety.com

IBC

Florida Institute of Technology http://aviation.fit.edu

21

Frasca International www.frasca.com 11 JETPUBS www.jetpubs.com

17 & 27

L-3 Link Simulation & Training UK www.L-3com.com 7

A320ceo

27

easyJet

Multi Pilot Simulations B.V.

A320ceo

10

Eurowings

www.mps.aero 19

A320ceo

2

Aegean Airlines

Pan Am International Flight Academy

A320neo

15

SWISS

www.panamacademy.com

A320 neo

7 (Conf of order) ANA

IFC

RAeS Conference

A321neo 23 (Conf of order) ANA

www.aerosociety.com/events

A330-200 8 (Conv of options) IAG /Iberia

Simulator Census

A350-900 8 (Conv of options) IAG /Iberia

www.halldale.com/sim-census 14

B737Max 200 (100 opt.) Ryanair

TRU Simulation + Training

B737Max8

20

Ethiopian Airlines

www.TRUsimulation.com

B737Max8

50

BOC Aviation

Turkish Airlines Flight Training Center

B737Max9 5 (Conf of order) Avolon B737-800

30

BOC Aviation

B737-900ER

10

Alaska Airlines

B777-300ER 6 (Conf of Comm.) ANA B777-300ER

2

BOC Aviation

B777-9X 20 (Conf of Comm.) ANA B787-9 6 (Conf of order) Avolon B787-9 14 (Conf of Comm.) ANA CS300 50 (10 options) Macquarie Airfinance

E Jets

E175

SSJ100

27 (12 options) Japan Airlines 50

Republic Airways

3

Redwings

www.turkishairlines.com

39

15 3

WATS 2015 www.halldale.com/wats 37

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 South America: Willem-Jan Derks [t] +1 954 406 4052 [e] willem@halldale.com

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BOMBARDIER •

SIKORSKY

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

– David Neeleman CEO, Azul Brazilian Airlines

918.259.4000

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simulation@flightsafety.com

•

flightsafety.com

FLIGHTSAFETY COMMERCIAL SIM/AZUL AD - CAT MAGAZINE - Trim: 206 mm x 277 mm

A Berkshire Hathaway company

Bleed: 212 mm x 283 mm

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