CAT Magazine - Issue 6/2014

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Issue 6/2014

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Editorial comment

Bringing the Walls Down Another of CAT Magazine’s European Airline Training Symposiums (EATS) was concluded in the historic city of Berlin in late October, just before celebrations were gearing up for the 25th anniversary of the fall of the Berlin Wall.

Given the most recent terrorist incidents, and the resurgent threats to national sovereignty in Europe, it is gratifying to also see a celebration of a great historical freedom.

Aviation did of course play a pivotal role in maintaining freedom in the western half of Berlin during the Cold War. In response to the Soviet attempt to starve West Berlin into submission in 1948 by cutting off road, rail and canal links to the western sectors, the famed 1948-49 Berlin Airlift supplied the city with all manner of necessary supplies by air. Constant round the clock flights by US, British, Canadian, Australian, New Zealand and South African aircrews provided 2.3 million tons of coal, food, clothing and heating fuel on an astounding 277,569 flights. Some 78 aircrew gave their lives flying these challenging missions.

By mid-1949, the Soviets gave up and lifted the blockade, although the incident ultimately helped create the cold war division of the city and country, and ultimately the erection of the hated Berlin Wall. The Wall – as well as European Communism – finally came down in 1989.

This year, it seemed that walls of a much different sort were also coming down in Berlin at the EATS conference. Back when the event was conceived in 2002, the European Aviation Safety Agency (EASA) was in its infancy, and part of the rationale for CAT to begin the EATS conference series was to help bring Europe’s aviation training industry together and perhaps even provide a forum to assist with communication to the new regulator.

No one is likely to disagree with the sentiment that the introduction of a pan-European regulator has been incredibly challenging. The scale of the task, the multitude of national Chris Lehman authorities, the diversity of aviation Editor in Chief in Europe, the many cultures and languages – all have provided various choke points over the years. For some in the industry, there has been frustration and the sense – justified or not – that the regulator wasn’t listening or communicating as well as it needed to.

“This year, it seemed that walls of a

much different sort were also coming

down in Berlin at the EATS

conference”

A change of emphasis from EASA was evident at the Heads of Training (HOT) meeting, led by Peter Moxham and conducted the evening before the EATS conference commenced.

Some 150 industry representatives from airlines, training organisations and several national authorities candidly discussed some of the issues they were dealing with. EASA representatives attended and took note and provided some immediate feedback and guidance on the questions raised by the industry attendees.

As a result of this highly productive meeting, Trevor Woods, EASA Flight Standards Director, announced a new Industry Advisory Group to establish a bridge between EASA and the professional pilot training sector in Europe. As noted in an announcement in this issue of CAT, the new group is a small collection of some 10 individuals, comprised of representatives of fixed wing, rotary-wing, airline, ATOs, business operators, manufacturers, and a pilot union.

All will gather in Cologne for a first meeting in January, 2015.

The mandate of the Group is not only to facilitate better communications, but to allow the most pressing matters to be handled more quickly, particularly those that may be creating uncertainty, ambiguity and may not be contributing to the overall safety equation. This move signals a welcome change in tone and will provide more direct communications between those making, and those interpreting and dealing with the EASA FCL and OPS rules.

In the last issue of CAT (CAT 5-2014), I wrote on the UK CAA’s intent to become a “Performance-based Regulator” (PBR), which is being rolled out in concert with EASA’s efforts.

In fact, the new Advisory Group provides additional and welcome evidence that PBR initiatives are now being embraced as part of an evolving regulatory culture, as walls are brought down and trust and cooperation is enhanced.

Safe travels, Chris Lehman CAT Editor in Chief EATS Conference Chair

e chris@halldale.com CAT MAGAZINE 6.2014

05

Contents

ISSUE 6.2014

08

24

Editorial

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

Group Editor Marty Kauchak

e. marty@halldale.com

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

Advertising Director of Sales Jeremy Humphreys

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

Sales Executive, Natalie Morris

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

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

12

34

Operations

Design & David Malley

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

Distribution & Stephen Hatcher

Artworker Daryl Horwell

Circulation t. +44 (0)1252 532010 e. stephen@halldale.com

t. +44 (0)1252 532011 e. daryl@halldale.com

05

Bringing the Walls Down. Editor-in-Chief Chris Lehman reflects on the success of the recent EATS.

08

Boosting Training Support. Chris Long visited aircraft manufacturer ATR in Toulouse, France.

12

Will Head-Up Become Head-On? Rick Adams describes developments in training technology.

16

Sense-and-Avoid. Chuck Weirauch looks at the integration of unmanned aerial systems into the US National Airspace System.

20

Hazardous Duty. Robert W. Moorman reports on specialised training related to dangerous goods.

24

Beyond LMS. Group Editor Marty Kauchak provides an update on learning management system technology.

31

Safety & Training Key Issues. Chuck Weirauch reports from the NBAA’s 2014 Business Aviation Convention & Exhibition.

34

DESDEMONA - Research and Innovation Do Pay Off. Chris Long takes looks at a specialised UPRT training simulator.

36

EATS 2014 – Bringing Walls Down in Berlin. Highlights from the European Airline Training Symposium (EATS 2014).

Halldale Media Group

Publisher & Andy Smith

CEO e. andy@halldale.com

On the cover: CAE-built ATR-600 Full Flight Simulator located at ATR Singapore Training Center.

Image credit: ATR.

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EASA, EATS & the Professional Pilot Training Industry.

Peter Moxham provides an update on the Heads of Training meeting held at the recent EATS 2014.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise – especially translating into other languages – without prior written permission of the publisher. All rights also reserved for restitution in lectures, broadcasts, televisions, magnetic tape and methods of similar means. Each copy produced by a commercial enterprise serves a commercial purpose and is thus subject to remuneration.

39

AAETS 2015. Taking place in the Republic of Korea in February 2015.

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

by Halldale Group.

43

Seen & Heard. Updates from the training and simulation community. Compiled and edited by Fiona Greenyer.

06

CAT MAGAZINE 6.2014

AIRcraft vendor Training

Boosting Training Support Chris Long visits ATR in Toulouse, France to learn about their training expertise.

T

he strength of the airline industry is often characterised by citing the massive numbers of aircraft orders announced by both Airbus and Boeing. Certainly those are impressive, but they do not paint the whole picture, and when we drill down to the level of pilot and technician demand across the globe, the broader range of expansion in aviation becomes clearer.

Evolution of Regional Aircraft Demand Underpinning a significant part of the infrastructure to support the increased demand for travel, particularly in the developing world, is the essential element of regional aviation. This has continued to increase worldwide, with the possible exception of the United States, where changes to legislation of pilot qualifications are helping to accelerate the pilot shortage, and therefore the scale of regional air transport.

As the impact of the unstable and, 08

C A T M A G A Z I NE 6 . 2 0 1 4

until recently, ever-increasing fuel costs, has made itself felt over the last decade or so, the trend to replace turboprops with 50+ seater regional jets has been reversed. The natural consequence has been for the manufacturers of the regional turboprop aircraft to see a significant uptick in orders. A major beneficiary of this change has been ATR, based in Toulouse, France, whose order backlog of 89 aircraft in 2005 has surged to its present level of 330+ as of July 2014. The present annual delivery rate is 80 aircraft per year, and this is set to increase to 100 per year in 2016.

All the indications are that even with the increased delivery rate, that backlog will continue to grow as demand, particularly in Asia, ramps up. There is also the strong prospect of massive expansion in Brazil and South Africa, and other regions may not be far behind. Couple this with the potential replacement of established fleets in the US and Europe, and the future looks good.

ATR has delivered close to 1,200

aircraft, currently based with some 180 operators and in 90+ countries, and the strong order book will no doubt see this increase in the near future. The inevitable increase in the training task requires some serious forward planning and preparation.

Dispersed Training One of the characteristics of the regional aircraft market is that whilst there are some operators who have a large aircraft fleet, the typical regional airline will often have a relatively small number of aircraft on its books, and frequently that number is not big enough for an operator to sustain its own training base. An additional element is now emerging, as lessors are increasing their ATR purchases, and, of course, they too, do not have their own training facilities, so training must be provided in support of these entities (this market segment alone needs an increase of two to three FFS per year). The challenge for ATR, then, is to provide support as close to

Above ATR Training Center's MFSTD room.

All images: ATR.

the customer as possible, and to maintain safe and efficient training standards.

With his job title, Christian Commissaire, VP Training and Operations, clearly shows that, in common with some other OEMs, ATR has made the very strong link between training and operations absolutely clear, so that both perspectives can share feedback to track and improve the essential tasks. He sees ATR as the custodian of best practice in the training requirements for the aircraft, and the underlying policy is to retain the core training - there is no franchise from ATR to deliver their own syllabus of training.

At its home base in Toulouse, ATR has a training setup which embraces the full range of training development and delivery. In-house expertise not only devises the content and methodology, but steers those syllabi through the EASA/FAA and other regulatory approval processes. The courses on offer are not just for flight crew and technicians. Increasingly new entrant airlines appreciate support in training for flight operations personnel and dispatcher training to facilitate entry into service.

Cabin crew training can also be delivered wherever necessary by nearby Air Formation, also based in Toulouse.

Hervé Barthe, head of Flight Training, sees one of the critical elements of ensuring adherence to training standards

as the use of ATR’s own instructors to deliver the training wherever it is needed.

Not only does the legacy fleet have to be supported, but the latest ATR types - the ATR 42/72 600 Series, have new displays and equipment, and therefore need training to ease the entry into service. This includes development of new manuals and training guides. In addition, the constant update and introduction of new systems such as ADSB come into play; specific courses need to be crafted and delivered to the operators.

Although the original concept of the ATR Training Centre was to support new deliveries largely through initial type ratings, the rapidly increasing numbers of aircraft in service has inevitably spurred the demand for recurrent training. A further challenge is that the

Above ATR-600 Full Flight Simulator at the Singapore Training Center.

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AIRcraft vendor Training geographical reach of the ATR fleets means that training has to be provided across a wide global spread.

Training Resources As Barthe points out, the co-location of the manufacturing facility and the ATR Training Centre (ATC) in Toulouse means that the development of the aircraft and the design of the training systems can be made in parallel, so that as soon as the aircraft is ready to go the training package can match it immediately. However, the welcome surge in orders has inevitably generated a shortfall in present capacity to respond to the demand for training. This is being addressed, and sufficient new FFSs will be in place to match even the level of requirements predicted for 2016.

Naturally the ATC already has a full range of facilities and equipment. The most recent addition is a latest generation CAE 7000 Series ATR-600 FFS, which received its initial qualification in January 2012, and which embraces the latest visual generation system and video debriefing function. This is supported by a new MFSTD (maintenance/flight simulation training device), a CAE Simfinity Integrated Procedure Trainer, which features a 3D setup with touch-sensitive screens that create a representative flight deck. From 2015 all trainees will have tablets to support their training.

CBT provides the introduction to the trainees, with instructor-led classroom work to answer queries and reinforce the training. With one third of the training tasks being technician training, a 3D virtual maintenance trainer has boosted the training effectiveness, and reduced the amount of time required on the real aircraft by 50% - a significant improvement; the FFS is now only used for engine-run training.

Where and What Training?

ATR is directly involved in training in six locations around the world. Four of them are operated directly by ATR in Toulouse, Paris, Singapore and Johannesburg, and together those offer a choice of ATR 500 series and ATR 600 series FFS. Two other centres are operated by third parties, one managed by 10

Avianca in Bogota, Columbia. This was certified by EASA in December 2013 and the one managed by L-3 Link Simulation and Training in Bangkok, Thailand, expects to have the EASA certification by the end of 2014. Barthe is keen to emphasise that in all six training centres, the training is delivered by ATR instructors.

The entire range of training courses can therefore be delivered as required by the operators, and in addition the FFSs can also provide training across the range of qualifications in the form of either dry or wet leasing as selected by the customers. However, all the programmes are co-ordinated and planned by a specialist department in Toulouse.

Above Training courses in the new ATR 600 full flight trainer.

Where Next?

Given the concerns about levels of future recruitment into the industry, ATR has supported a programme to provide training for certified aeronautical maintenance engineers from Tanzania. This project is presently on a modest scale, but is an indication of a possible model for future training processes. It brings three entities together - Precision Air of Tanzania (the first operator of the ATR 42-600 series) and the aeronautical and space educational institutions in Toulouse. So far some 22 engineers have graduated and are now operational with Precision Air. Commissaire relishes the challenge of boosting the training capacity now needed for the increased ATR fleet.

He holds fast to the belief that ATR must retain the core training in order to guarantee that the critical standards of safety and efficiency are retained, but is keen to see new technology and methodology adopted to continue to improve the delivery and training effectiveness. Part of that future may be to explore a new area, ab-initio pilot training, which is particularly relevant, given that the ATR aircraft are frequently the first type rating for recently-graduated students of ATOs. cat

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TRUSimulationCivilAd_v.5.indd 2

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TRAINING TECHNOLOGY

Will Head-Up Become Head-On? Will the Head-Up Display of the future be a wearable device like the Google Glass phenomenon?

Rick Adams looks at developments in simulator and aviation training technology, including visionic systems, tablet-enabled instructor stations, and a “second-gen” motion system.

R

“

ight in front of your eyes” is an expression we’ve all heard over the years, meaning the information we’re looking for should be obvious.

Now, the critical info a civil pilot needs to fly the aircraft may not be on a paper checklist, not on a cockpit display monitor, not even on a monochrome projected head-up display. It is literally right in front of their eyes, displayed on the lenses of special eyeglasses.

Aero Glass, a start-up company with roots in Hungary and Southern California, was the buzz of the Oshkosh air show in Wisconsin this past summer with what may be the first viable “wearable augmented reality” device for civil aviation.

Not only did their exhibit attract thousands of interested pilots and a couple hundred product beta testers, they’ve been talking with commercial airlines, training companies, regulators, and the military as well.

What’s the big deal? Using a pair of off-the-shelf US$699.99 Epson Moverio BT-200 binocular, transparent “smart glasses” equipped with a motion tracker, Aero Glass overlays the out-the-windscreen real-world view the pilot sees with an array of essential data and even 12

CAT MAGAZINE 6.2014

helpful synthetic vision graphics. For example, during a pre-flight checklist, the glasses will draw colored circles around the referenced instruments or switches. In flight, restricted airspace will have an impenetrable-looking red graphic wall to discourage the pilot from entering the area. During takeoff, climb-out, and approach to landing, colored target boxes depict the desired flight path. The runway may be highlighted in bright green. On the ground, moving arrows show the direction you should taxi.

Other air or ground traffic is displayed at its proper altitude.

Wherever the pilot turns his or her head, information and visualization about the terrain, traffic, navigation, weather, and so forth is front and center in the field of vision synchronized with the outside world.

Aero Glass is “working out the kinks” in the first version of the software, targeting the first quarter of 2015 for the Version 1.0 release for the general aviation market, Chief Operating Officer and VP Business Development Cameron Clarke told me, possibly with demonstrations at the trend-setting Consumer Electronics Show in January. They have also been entertaining partnerships, including using Osterhout Design Group (ODG) glasses running Qualcomm Vuforia software for higher-end applications.

Unlike Google Glass, which features a single small monitor near one eye, the Epson and ODG glasses offer “full binocular 3D vision,” Clarke notes.

Embry-Riddle Aeronautical University professor Timothy A. Sestak, an Aero Glass advisor, remarks, “This technology is exactly what the general aviation pilot needs: a way to make ‘situation awareness’ easier and make the interpretation and integration of the myriad points of information that a pilot must deal with before, during, and after flight.” Professional pilots will also benefit from the simple direct cues available. And with the

Above Aero Glass overlays the real-world view the pilot sees with an array of essential data.

Image credit: Aero Glass.

tightened clearances and tolerances for Next Gen, the ability to precisely navigate in all four dimensions will become even more critical. The integrated ‘picture’ of what is happening around them and the ability to emphasize the most time-critical parameters in an integrated total picture is what the pilots will need to be able to make the right decisions at the right time.”

Aero Glass was conceived in Hungary by Akos Maroy, whose interests vary from an Air Transport Pilot License to architecture to investigative journalism.

Befitting a technology start-up, Maroy reached out to San Diego geospatial software engineer Jeffrey Johnson via an online tech forum. Of course, I connected with COO Clarke through Skype tabletto-tablet video conferencing.

But lest we get too excited about the real-world applications of the new smart glass technology, keep in mind another ambitious start-up, Aerocross Systems of McKinney, Texas, announced their intent to debut “Brilliant Eyes” as “the world’s first augmented reality head-mounted display” at Oshkosh a year earlier... and has been oddly quiet since.

NASA’s Langley Research Center in Virginia worked on a crude “miniature head-up display” as early as 2006, using a single eyepiece much like Google Glass.

A Boeing 747 captain who assisted with the system’s testing complained, though, that he became so engrossed in the synthetic view inside the small display that he completely forgot to look at the big picture outside the cockpit!

Among the likely applications for smart glasses is aviation maintenance

(and therefore maintenance training): hands-free access to technical manuals while working on the aircraft, as well as interaction with maintenance information systems for updating job status, ordering parts, etc. An Indian company, Ramco Systems, has created a tool that allows an airline engineering crew with Google Glass devices and smart watches to retrieve a list of to-do items and order replacement parts “even before passengers disembark.” Austin, Texas-based Pristine says its secure, enterprise-grade software empowers senior training staff to stream secure, first-person video through Google Glass to aviation support personnel anywhere in the world. Engineers at GE Aviation’s training facility in Cincinnati, Ohio have been testing Glass on jet engine inspections, a task where workers find it difficult to stop and check information on a computer.

Another potential new training technology is Oculus Rift, sort of a swimmer’s facemask with an iPad tablet inserted as the display. Rift is now owned by Facebook (so perhaps anything you look at during an immersive training experience will be recorded for marketing purposes). Danish company Aviation eLearning had an Oculus Rift virtual reality display in its booth at the European Airline Training Symposium (EATS) in Berlin in late October, so I gave it a spin. Despite removing my eyeglasses – Oculus

Above Aero Glass utilizes a pair of Epson Moverio BT-200 binocular, transparent “smart glasses” equipped with a motion tracker.

Image credit: Aero Glass.

CAT MAGAZINE 6.2014

13

TRAINING TECHNOLOGY has not yet come up with an adequate solution for those of us without perfect eyesight – the demonstration of an aircraft walkaround was compelling. Using a game console to control the binocular view, it felt a bit like I was navigating a Segway twowheeler. Nonetheless, I was able to move up close to “inspect” an engine, even “climb” the airstairs. As I approached an active runway, I could hear the increasing volume from an aircraft about to perform a touch-and-go.

In the traditional flight simulator visual system realm, Frasca has added animated shorelines, moving vegetation, light points, and luminance maps to its TruVision Global image generator, enhancing training realism. The base map already included over 10,000 runways, coastlines, representative terrain, rivers, and roads around the world.

RSI Visual Systems recently doubled its manufacturing space, moving to a new headquarters in the Dallas, Texas area. RSI offers an “airport currency service” for its XT image generator, which is used by Textron’s TRU Simulation + Training and other customers. RSI assumes responsibility for maintaining accurate and current airport models from industry, government, airline, and military sources, and makes updates available for FTP direct download.

Fees are based on the number of airports actually “in training.”

Have Tablet, Will Travel Flight simulator manufacturers CAE, FlightSafety International, and Frasca have recently focused their design efforts on a longoverlooked part of the sim - the instructor-operator station (IOS).

A few years ago, the major IOS advancement was touch-screen monitor technology. Today it’s tablets.

Frasca International’s new IOS is designed for Windows 8-based touch screens, and an instructor can control the simulation from the tablet device because the instructional control software is “native,” not a remote connection. The tablet can be mounted on the arm of the instructor’s chair, or he/she can use traditional screens in either a forward- or sideways-facing mode.

Sikorsky S-76 rotary-wing instructors at Bristow Helicopters in Scotland are the first to use the new Frasca IOS design.

FlightSafety’s next-gen IOS is “a totally independent island” with “maximum flexibility to position monitors at different angles – it’s like setting a rear-view mirror,” according to John Van Maren, Vice President, Simulation. Overall, the instructor area is also considerably more spacious. “The entire back end was redesigned from the customer perspective.”

CAE’s IOS is movable. Bruno Cacciola, Director of Product Strategy and Marketing, calls it “a chair with displays.” Instructors can bring their personal Apple iPad or iPhone into the simulator as sort of a third display monitor, and they can synchronize their device with the instructor station software. CAE’s enhanced IOS also features an automatic event capture system, much like a flight data recorder in an aircraft, an adaptation of CAE’s simulator operations quality assurance (SOQA) capability but now with the option of immediate debrief in the sim instead of waiting until the end of the hours-long session.

Level D as in Dutch Since the shift from hydraulic to electric systems over the past several years, there seems to have been relatively little move14

CAT MAGAZINE 6.2014

ment, so to speak, in flight simulator motion system technology. But now a Dutch company, E2M Technologies, has developed a “second generation” Level D-qualified six-degree-of-freedom (6DOF) motion platform which claims improved cueing, reliability, and diagnostics. E2M stands for "Electric to Move.”

Leveraging experience gained across 20 years with the former Fokker Control Systems (FCS), their engineers “did extensive research to make the actuator as simple as possible,” E2M international account manager Ton Stam told CAT. They worked with both a screw manufacturer and a motor manufacturer, whom they declined to identify, to refine the ball screws and other elements of the system. Then E2M applied its own patented Direct Workspace Management (DWM) software algorithms to achieve a “larger workspace” for motion cueing.

The DWM uses model predictive control for “washout” (a motion system’s ever-present push towards the center). It adapts the intensity and direction of the washout cue depending on the present motion cues, the available workspace, and the present and future predicted position of the motion system relative to the workspace boundaries. “As the motion system moves, the shape and size of the workspace continuously change,” says Stam. “It's like walking in a room where all the walls, ceiling, and floor are constantly moving toward and

Above Danish company Aviation eLearning at the European Airline Training Symposium (EATS) in Berlin this year.

Image credit: David Malley/ Halldale Group.

Opposite E2M Technologies has developed a “second generation” Level D-qualified six-degree-offreedom motion platform.

Image credit: E2M Technologies.

Better Simulators.

Safer Pilots.

away from you. DWM is about avoiding any contact with these ‘walls’ while moving through the room.”

An evolution of DWM to further improve the realism of flight simulators will be available mid-2015.

E2M CEO Jan van Bekkum touts “a record level of smoothness for electric systems” and the “lowest turn-around bump,” though comparing competitor motion systems is often an applesto-oranges exercise. Van Bekkum also said E2M offers the “only washout technology working completely at the platform level.”

E2M’s design uses a “unique upper joint concept for a lower center of gravity and eye reference point,” as well as a nonmechanical concept for safety. All of the commercial off-the-shelf (COTS) electronics used in the E2M 1400-14000 Level D system are self-diagnosing. Stam says this means faster troubleshooting and reduced downtime.

E2M collaborated with CAE, who incorporated the new motion system into a prototype simulator, further refining the technology. CAE subsequently placed an order for “a large number of systems,” and the first Level D simulator with E2M’s motion base is expected to be installed in January 2015. Other E2M motion system buyers have included Lockheed Martinowned Sim Industries, Austria’s Axis Systems, and an undisclosed military simulator supplier.

E2M has also delivered EM3-ROT-1500-HF systems for Level D helicopter simulators. The 3DOF systems can simulate rotorrelated failures which a pilot often detects through a change in perceived, seat-of-the-pants vibration.

FlightSafety has also been doing some motion systems research, using a tool and new software algorithms on their FS1000 Level D device “to optimize cues to match aircraft data much more closely,” Van Maren said, calling the enhanced results “shocking” when compared to the standard physics-based legacy algorithm.

CAE is using a new “one of a kind” electrical vibration system in their 3000 Series helicopter simulators, claiming the electric motion and vibration saves operators as much as USD$20-30,000 per year compared with hydraulic motion systems. cat

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UAS Training

Sense-and-Avoid Employing the latest research and testing tools that include networked live, virtual and constructive simulation, NASA is providing support to the FAA and the RTCA (formerly Radio Technical Commission for Aeronautics) in the ongoing effort to develop solutions leading to the safe and successful integration of unmanned aerial systems into the US National Airspace System. Chuck Weirauch reports.

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s a part of the federal agency's Aeronautics Research Mission Directorate, all four of NASA's Aeronautical Research Centers are teamed together to contribute research and test data to the overall NASA UAS Integration in the National Airspace System (NAS) Project, which is being led by the Armstrong Flight Research Center at Edwards, CA. According to Laurie Grindle, the NASA UAS Integration Project Manager, the five-year Project currently is in its three-year Second Phase and will be concluded in fiscal year 2016. While the Langley Research Center in Hampton, VA and the Ames Research Center in Ames, IA are focusing on the technological challenges of UAS Sense-andAvoid issues, the John Glenn Research Center at Cleveland, OH is responsible for Command, Control and Communications research. The Neil H. Armstrong Flight Research Center at Palmdale, CA (formerly Dryden Research Center) has overall Project management respon16

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sibility, sharing Integrated Test and Evaluation duties with Ames, conducting system integrated tests for the other three Technical Challenges groups. That latter Center is also looking into UAS Human Systems UAS Technical Challenges.

“Our actual Project Goal is about developing research findings towards reducing technological barriers associated with the integration of UAS into the NAS,” Grindle reported.

“And we do that by utilizing integrated system-level tests in a relevant environment.”

SC-228 Support In the Project Phase Two work begun this year, NASA started to work with the RTCA Special Committee 228 (SC-228) formed in May 2013. This Committee's responsibility is to develop “Minimum Operational Performance Standards for Unmanned Aircraft Systems.” The RTCA works in response to requests from the FAA to develop comprehensive, industry-supported and endorsed recommendations for the government on issues ranging from technical performance standards to operational concepts for air transportation.

Such standards are vital to the development of UAS technologies such as sense-and-avoid that will allow UAS to operate in the NAS, Grindle explained. Much sense-andavoid technology will be developed and provided by the aviation and UAS industry, but for industry to build such technology, its members need to know the constraints and

Above An ADS-B-equipped NASA MQ-9 B Predator UAS was one of the first live elements to fly in the LVC-DE. Image credit: NASA.

the boundaries that they have to work under to create it, she pointed out. And creating such requirements for the establishment of minimum standards is the role of the SC-228 Committee, she added.

“NASA is supporting the SC-228 initiative by helping come up with the requirements for sense-and-avoid and in the other areas,” Grindle stated. “We have come up beside them to provide research findings that will help them define those requirements. Once the RTCA creates those requirements, industry will be able to take that information and build the systems that they need.”

Simulated NAS Research One major research and testing tool that NASA is employing for the UAS Integration Project is the Live Virtual Constructive-Distributed Environment (LVC-DE).

According to NASA, the LVC-DE is essentially a simulation and flight test environment designed to simulate the NAS. The LVC-DE effort was developed

and is managed by Armstrong Center personnel. Simulation centers at NASA Centers are networked together to create the virtual distributed NAS, with the central computer simulation node at Ames, which generates the virtual air traffic data.

The LVC-DE system generates simulated air traffic, representing radar and ADS-B-derived surveillance tracks, to test advanced airspace integration concepts, technologies and procedures. The system incorporates flight performance data from real aircraft, like NASA's own UAS, and other manned and unmanned aircraft, to provide realism and demonstrate actual system capabilities. The LVC-DE system also keeps humans in the loop, specifically air traffic controllers and pilots, for a fully integrated virtual and real-world simulation experience. NASA hires retired ATCs to help conduct these simulations.

Implemented for initial testing in late 2013, one of the first live elements to fly in the LVC-DE was a modified, ADS-B-equipped NASA MQ-9 B Preda-

tor UAS. Plans are to link in the FAA's William J. Hughes Technical Center in Atlantic City, NJ so that research personnel there will also be able to participate in the networked simulations and flight tests. The LVC-DE can function with the Airspace Concept Evaluation System (ACES), which is a newly implemented simulation and modeling system that is designed to provide gate-togate behavioral representation of all the major components of the NAS, including aircraft and air traffic control systems.

Sense-and-Avoid According to Project Chief Systems Engineer Debra Randall, the LVC-DE was developed so that all of the elements of the NAS systems could be integrated together. With the LVC environment spread out over several NASA centers, it can leverage the capabilities and assets located at each center for integrated human-in-the-loop simulations. For example, a Boeing 747 simulator at Ames sent positional data to a simulation that was ongoing at Langley,

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UAS Training she reported. That information allowed air traffic controllers to access the simulator's display in that particular simulation. At the same time, the ATCs at Ames could see the display from a UAS ground controller station for the UAS pilot at Ames who operates a NASA Predator B UAS. “We did this so that we could assess ATC acceptability of the maneuvers that the UAS pilot was making, while also assessing the pilot's interpretation of whether those maneuvers were safe, or where he should be, based on elements on the UAS pilot's display screen that both he and we could see,” Randall explained. “You have to have the senseand-avoid boundary somehow show up for the pilot so that he can interpret where it is at and what kinds of maneuvers he needs to make.”

As a part of the sense-and-avoid research being conducted at Ames and Langley, the two centers are working together to support the SC-228 Committee and are studying ways and means to meet “well clear” requirements. Under FAA regulations, UAS will be required to be equipped with sense-and-avoid systems to fulfill the requirement to remain well clear of other aircraft.

“The goal is to provide a mathematical boundary line that would help a UAS pilot on the ground determine where that bubble around his aircraft is that allows him to sense other aircraft and avoid them,” Randall explained. “We are looking at all of the different aspects of sense-and-avoid that are integrated into the UAS system.”

UAS Simulations Critical NASA has this year employed the LVCDE system for flight evaluations of an ADS-B aircraft tracking system adapted for UAS by flying its ADS-B equipped Predator live, with its ground station controller linked into the simulated NAS environment. Since ADS-B is a critical element of the FAA's NextGen satellite-based air traffic control system, such work is expected to be continued beyond the conclusion of the UAS Integration in the NAS Project. That effort will end in September 2016.

“There will be more to do once this project is completed,” Grindle said. “The 18

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Aeronautics Research Mission Directorate is looking at what the next steps will be in the UAS arena. The LVC-DE capability is a tool for such future work.”

Simulation technologies and applications will continue to play a critical role in the research, tests and evaluations that need to be conducted to validate the safety of UAS operations in the NAS before they ever become reality, Grindle added. One reason is that such simulations are simply far cheaper than conducting real flight tests, she pointed out.

“And from a historical perspective, I think that UAS will probably leverage simulation more than most systems do,” Grindle summarized. “So from that perspective, the simulation capabilities that we are building up at both Ames and Langley and the integrated flight tests that we do to validate those simulations help make them more robust. We can look at specific items much quicker now (with simulations rather than actual flight tests). There will be things that we will need answers to in a relatively short period of time. We have staged our team to provide those answers to the SC-228 Committee and the FAA so that they are constantly aware of them. And being in a simulation, those folks can be specific in their work and quickly find very specific answers to their questions.”

Near-Future Research In September, NASA announced that a series of potentially multiple Requests for Information (RFI) are planned to be released as a part of the NASA UAS integration in the NAS Project that involve small UAS (sUAS). Earlier project work has been focused on larger UAS like the Predator. According to the agency, these RFIs will place a special emphasis on the evaluation of key sUAS autonomy technologies that can be used to for future sUAS missions in the NAS. cat

Above The NASA UAS Integration in the National Airspace System (NAS) Project is being led by the Armstrong Flight Research Center at Edwards, CA. Image credit: NASA.

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Dangerous Goods

Hazardous Duty

When shipping dangerous goods, shippers, airport and airlines need to bring their A-game. Robert W. Moorman investigates.

Above UPS Airlines' new fire-resistant cargo containers are capable of containing intense fires for four hours.

Image credit: UPS.

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eptember 3, 2010: UPS Airlines Flight 6, a fully loaded 747-400F, was enroute from Dubai to Cologne. It was a typical cargo run for UPS. No weather problems were expected and all onboard systems were operating normally. But an hour into the flight, the crew reported a fire in the cockpit and immediately returned to Dubai International Airport. The pilots missed their first approach into Runway 12L and were coming around for another try when radar contact was lost. The airplane crashed in an unpopulated area not far from the airport. Both Captain Doug Lampy and First Officer Matthew Bell were killed. The United Arab Emirates General Civil Aviation Authority (GCAA) in its 322-page report, determined that the fire which caused the crash originated in the cargo container holding thousands of lithium-ion batteries, which various regulatory authorities classify as dangerous goods.

The incident provides a stark reminder of the potential dangers of transporting dangerous goods by air. In March 2014, the US Department of Transportation (DOT) issued new standards to improve the safety of lithium battery transportation. Among the standards are new requirements to enhance packaging and hazard communication for lithium batteries transported by air and the adoption of separate shipping descriptions for lithium metal batteries and lithium-ion batteries.

The rule, developed by DOT’s Pipeline and Hazardous Materials Safety Administration (PHMSA), in cooperation with the Federal Aviation Administration (FAA), also provides a greater level of consistency with international standards, including the International Civil Aviation Organization’s (ICAO) technical Instructions for the safe transport of dangerous goods by air.

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Lithium batteries are just one of many substances classified as dangerous goods. Regulatory authorities define dangerous goods as anything that could harm health, safety or property in transportation. The nine classes of dangerous goods include: Class I, explosive substances; Class II, compressed flammable or non-flammable gases; Class III, flammable liquids; Class IV, flammable solids; Class V, oxidizers; Class VI, toxic and infectious substances; Class VII, radioactive material; Class VIII, corrosive material; and Class IX, miscellaneous dangerous commodities, which could include substances like perfume.

“FedEx Express carries all nine classes of dangerous goods, but there are restrictions on certain subsets of those classifications,” said Marvin Sudduth, manager of dangerous goods administration, FedEx Express.

FedEx Express will not carry toxic gas. It does, however, carry radioactive material, but it is typically for medicines, not spent radioactive material from nuclear power plants, which is carried by rail predominantly.

Here is how shipping dangerous goods at FedEx Express works. The dangerous goods package is offered for

acceptance at FedEx Express hub or station. The package must be inspected for compliance before it can be loaded onboard the freighter. [Those shipments deemed not to be in compliance are shipped back to the point of origin.] Once the package is accepted for shipment, the dangerous goods are loaded into specially equipped containers and transported by vehicle to the aircraft.

The driver presents the manifest to the flight crew after which the dangerous goods are loaded onboard the aircraft. The goods will be flown initially to one of FedEx Express’ two primary hubs at Memphis or Indianapolis. Regional hubs are also used to sort goods in the continental US. Europe bound dangerous goods are sorted at hubs in Brussels, Paris Charles de Gaulle, and Cologne, Germany. Asia-Pacific bound packages are sorted at Guangzhou, China. Latin America-bound goods are sorted at Miami initially before continuing south.

The shipment of radioactive material is the most detailed and complex process, according to Sudduth. Customers must provide sufficient radioactive shielding before the package will be accepted for shipment.

FedEx Express ships approximately four million pieces of cargo per day. Of that amount, 13,000 or more items are classified as dangerous goods, Sudduth estimated.

UPS is also a leader in transporting dangerous goods. It has long advocated for the harmonization of US and international hazardous materials shipping rules. In the US, UPS participated in the PHMSA rulemaking process on updating standards for

the shipment of lithium batteries. Internationally, UPS provides input in the International Civil Aviation Organization (ICAO) and IATA’s regulations and standards. It participates in ongoing ICAO discussions on the carriage of lithium batteries, including a recent meeting in Brazil.

Innovation & Training Both FedEx Express and UPS are credited with developing safer containers for the transport of dangerous goods and other materials. In 2009, FedEx Express unveiled the industry’s first onboard automatic fire-suppression system (FSS). The airline has installed FSS technology on all of its Boeing MD-11s and 777 freighters.

Seventy-four wide bodies used for international service were upgraded with FSS. In 2013, UPS began implementing the use of fire-resistant shipping containers. The containers, also known as unit load devices (ULDs), can contain a fire with a maximum temperature of 1200-degrees for four hours, UPS claims. While enhancing safety, the ULDs are around 40 pounds lighter, which reduces fuel burn.

In addition, UPS has developed 575 fire containment covers for palletized freight loads. The covers are used primarily on high-energy shipments, such as lithium batteries. UPS claims the covers can contain a 1200-degree fire for four hours. The fiberglass-coated covers are placed directly on bulk shipments and secured with fire-resistant netting.

As for training, every airline is required by law to train all new hires on the acceptance and handling of dangerous goods.

Training and Trainers Airlines that ship dangerous goods domestically and internationally are required by law to train new hires and provide recurrent training. There are independent training houses that provide this service but most of their students/clients are air shippers of dangerous goods not airlines.

Various associations provide some kind of dangerous goods related training. The American Association of Airport Executives (AAAE) provides some hazardous materials handling training. But their focus is on training first responders. IATA Training and Development Institute provide numerous dangerous goods (DG) training courses.

Among those courses are: DG awareness training; DG instructional awareness training; DG Instructional Techniques; DG Regulations (DGR) familiarization training; DGR for Shippers and Packers; DGR for Auditors and CAA Inspectors; Infectious Substance Transport Training; and Shipping Guidelines for Infectious Substances, among other courses.

One three-day classroom course

reviews IATA’s Dangerous Goods Regulation Manual and international and intermodal requirements. Dangerous goods instructors, airline and cargo training specialists and managers are recommended to attend.

The Airports Council International is not directly involved in the training or handling of dangerous goods. ACI’s involvement is on the management and compliance of FAA regulations. For example: ACI reviewed the 2012 FAA Advisory Circular on the hazardous materials management, primarily related to fuel handling. ACI does participate in industry forums that could lead to stronger regulations or best practices of the carriage of dangerous goods in and around an airport.

In the wake of the July 2013 crash landing of an Asiana 777 at San Francisco International Airport (SFO), ACI facilitated a series of forums with the airport on lessons learned from that tragedy, which killed three people, including two Chinese nationals, of whom one was run over twice by an emergency response vehicle. A significant fuel and oil leak occurred following the crash,

which sparked the fire that consumed much of the downed airliner.

While not classified as a dangerous good in the conventional sense, there is growing concern within the airport and airline communities on what to do when a passenger tests positive for Ebola or another potentially deadly communicable disease.

“That becomes a bigger issue when there is a suspected (or positive) case of Ebola on board an aircraft,” said Chris Oswald, vice president for Airports Council International – North America.

Expect more information on this concern in coming months. “It is an area in which the industry has numerous questions," Oswald said. At present, there are no set guidelines on how to handle the issue of infected passengers who, in effect, become hazardous material. At the same time, aviation professionals involved in such an incident do not want to be insensitive toward that passenger suspected or proven to have contracted a highly contagious and deadly infection.

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Dangerous Goods Annual recurrent training is also mandated.

Dangerous goods specialists working for FedEx Express and UPS receive more in-depth training. These are the individuals who are required to perform the compliance inspection on all dangerous goods earmarked for air shipment.

At FedEx, the specialists go through a five-day course, which shows them how to identify, classify, package, label and document the dangerous goods before they are accepted into the system. The training also shows specialists how to clean up a spillage of dangerous goods.

FedEx Express flight crews also get dangerous goods training, initial and recurrent. “The flight crew gets a snapshot of what dangerous goods are onboard and where they are loaded for every flight,” said Sudduth.

In addition, FedEx, for a fee, provides customers/shippers Public Dangerous Goods Seminars throughout the country.

Attendees are taught what is required before dangerous goods can be shipped aboard the airline.

UPS provides a similar course for ground and air personnel.

“While we’ve had internal and external training programs in place for years, we have ramped them up in recent years,” said a UPS spokesman.

Not everyone believes that the current level of dangerous goods training for airline personnel is sufficient. “It has been my experience, regardless of mode of transportation, that third party

Above FedEx specialists go through a five-day course which shows them how to identify, classify, package, label and document dangerous goods Image credit: FedEx.

training is not adequate,” said Sam Burton, president of Branson, Mo.-based GSI Training Services, whose clients include Fortune 100 companies that ship dangerous goods.

As to in-house training by airlines, Burton said: “I have only had the opportunity to review a couple of airlines’ training materials and have found them to be lacking the details and accuracy necessary to adequately train their employees.” cat

Batteries Above The US Department of Transportation’s new standards for the shipment of lithium batteries will likely enhance safety. But what about the issue of batteries contained in personal electronic devices that are carried onboard airliners by passengers and crew?

The likelihood of a lithium battery fire onboard a commercial airliner or freighter aircraft is highly unlikely. Yet concern is raised when one considers the number of lithium batteries produced annually that might be defective.

The Rechargeable Battery Association acknowledges that one in every 10 million lithium batteries has a manufacturing defect, typically in the separator that can result in a “thermal overheat.”

On average, there is one lithium battery per person on all commercial airliners flown today. By using the one in every ten million benchmark, this mean that 330 batteries are on commercial airliners every year with the potential to go into thermal overheat.

“The end result is an aggregate number that may be more than what we are comfortable with as an industry,” said Capt. John Cox, CEO of Safety Operating Systems, who addressed this concern during the recently 22

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held EATS (European Airline Training Symposium) conference in Berlin.

Of greater concern is that the number of lithium batteries being produced and carried onboard aircraft is “rising significantly,” said Cox, a retired US Airways pilot.

Asked about training on handling a lithium battery in “thermal overheat,” Cox said, “There are sporadic pockets of training.” A number of first-tier airlines are beginning to provide general training for flight crews on what to do if the battery of passenger or crewmember’s personal electronic device overheats.

The issue: “There isn’t an industry consensus on what to do with the devices,” said Cox. “The guidance provided by the regulators is outdated and under revision.”

Nevertheless, pilots believe adequate training is imperative. "Effective procedures and adequate training are essential in successfully responding to a dangerous goods incident on an aircraft, especially one involving lithium batteries,” said Mark Rogers, director, Dangerous Goods Programs, Air Line Pilots Association, International. “While all commercial airline pilots are required to receive initial and recurrent training in dangerous goods, these training programs may

not always cover the specific actions that need to be taken following a portable electronic device fire involving a lithium battery.

Rogers continued, “ALPA recommends that every dangerous goods training program for flight and cabin crew includes guidance on responding to lithium battery fires, and supports the highest standards overall in dangerous goods training."

In its guidance, published in January 2004, the FAA stated that the device should not be moved. Crew should pour water on the device to cool it. Most crews interviewed informally said they would not pour water on the device in the cockpit for fear of damaging aircraft systems.

In the US, shipping lithium metal batteries in the belly of passenger airliners is prohibited. As for batteries carried onboard, there is not a specific regulation, said Cox. Batteries are permitted in the cabin, but not allowed to be stored in luggage in the cargo holds. Most personal electronic devices are powered by lithium-ion, not lithium metal batteries, which can’t be recharged. Lithium metal batteries typically power devices such as defibrillators, which are allowed onboard airliners. – Robert W. Moorman

Singing the Same Tune Dangerous goods air transport is tightly regulated on both the international and national levels. Yet shippers and airlines must navigate through a regulatory labyrinth when moving hazardous materials throughout the world.

In the past few years, there has been substantial work on harmonizing US dangerous goods regulations with the international regulations promulgated by ICAO, also known as “Technical Instructions”.

Most ICAO member states follow ICAO’s Technical Instructions verbatim in their own regulations. The US and Canada, however, incorporate the provisions of the Technical Instructions and the UN Model Regulations for the shipment of dangerous goods by road, marine and air transport into domestic regulations. The US every two years has to go through a harmonization rulemaking process for domestic transport of dangerous goods to “harmonize with the international provisions,” specified in the Technical Instructions, said Dave Brennan, assistant director, Cargo and Safety Standards, IATA.

Brennan is IATA’s representative on ICAO’s 19-person Dangerous Goods Panel.

The US DOT’s strengthening of the standards for the shipment of lithium batteries is part of the overall effort to standardize regulations for the air transport of all dangerous goods.

“Our continuing efforts to harmonize US Hazardous Materials Regulations with international standards improve consistency in procedures and terminology when shipping lithium batteries around the globe,” noted PHMSA Administrator Cynthia L. Quarterman.

Elsewhere, there is safety-enhancing work going on. A call to the Montreal offices of ICAO revealed what this international technical body is doing to make the air shipment of dangerous goods safer. An amendment strengthening the training standards on hazardous materials contained in Annex 18 is currently being processed, according to an ICAO spokesman. The amendment has completed the State consultation process and goes before the Council in January 2015

for approval of a November 2015 acceptance.

One of ICAO’s principal concerns is that employees of operators not approved to transport dangerous goods by air still need dangerous goods training. This amendment to Annex 18 makes it clear that everyone needs training.

In other efforts, Amendment 38 to Annex 6, Part 1 strengthens dangerous goods training requirements. The amendment introduces a new chapter in dangerous goods classification and makes the training requirements very clear, said ICAO. In a related development, the ICAO DG Panel is currently considering amendments to the training provisions in the Technical Instructions, which are aimed at aligning with competency-based training principles.

ICAO offers training currently on how to use the Technical Instructions for the safe transport of dangerous goods by air. The Organization is developing a dangerous goods inspector’s course that will be delivered sometime in 2015. – Robert W. Moorman

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Training Management

Beyond LMS “Learning management system” has been used comfortably and interchangeably for years by the airline industry and S&T sector companies. Underlying LMS technology and other system attributes are undergoing a not so subtle, rapid transformation into broader training management systems, reports Group Editor Marty Kauchak.

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oftware and other simulation and training sector companies that deliver learning management systems (LMSs) and related products, have a significant role in community members’ continua of learning. One insight on a company’s presence in this sector was provided by Tonya Meister, the chief marketing officer at Comply365.

The Beloit, Wisconsin-based corporate official noted that in addition to serving clients worldwide, “80 percent of US air carriers utilize Comply365’s enterprise mobility solutions including our training solutions. Nearly 55,000 LMS courses and over 35,000 evaluations have been completed using Comply365 Training Suite solutions.”

Richmond, British Columbia-based Pelesys’ rapidly expanding customer list further illustrates the surging demand by end users for LMSs and associated products. In one instance, Air Berlin started by using Pelesys LMS and courseware, but has since expanded the platform to include the qualification and mobile modules. Additionally, Philippine Airlines has implemented Pelesys’ full Training Management and Deployment System (TMDS) platform, described later, and is

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reviewing the online and offline grading system to manage their AQP (Advanced Qualification Program). “We are approaching about 100 customers that use either our full suite of products or various components,” Allan Greene, the vice president for Sales and Marketing at Pelesys, revealed.

Evolving Toward Training Management Systems Arvand Varahram, the managing director at prodefis, recalled traditional LMSs initially were classic CBT delivering systems. “Later on, LMSs were extended by adding more sophisticated features such as classroom management. But in the end, the LMS remained trainer-driven solutions.”

Technology transformation, an LMS platform’s use throughout an airline’s learning community and other factors are leading the demand for this learning product to become more dynamic.

“It’s becoming more of a training management system,” Pelesys’ Greene told CAT this October. The community expert noted that an LMS is now expected to handle the scheduling of events, the tracking of qualifications, the development, monitoring and maintaining of advanced qualification and evidence based training programs, as well as other tasks.

Jörg Latteier, the managing director at MINT, focused on the technology transformation in LMSs, observing these systems “can rather be seen as a bidirectional ‘communication’ tool for an efficient teacher-student communication and not just as ‘distribution platform’ for course material.” This is enhancing the learning experience, as with today’s multi-platform communication technology at hand, “even ‘dry’ learning content can be offered and set up in a much more interactive, modern and interesting way, compared with older material that was presented to the student on paper.

Above Pelesys is among the companies in the sector leading the migration of LMSs to training management systems.

Image credit: Pelesys.

Opposite The upcoming release of version 10 of the MINT TMS at the end of first quarter 2015, will present a completely revamped web portal.

Image credit: MINT Software Systems.

This ‘interactivity’ is an important factor to look at, especially for the future student generations to come,” the industry executive added.

Airline training organizations, flight schools and other end users of LMSs also want these systems to track a learner’s progress though the continuum of training - from accession level, through their participation in “missions” in full flight simulators and other training devices, and through recurrent training - becoming in reality a training management system.

Indeed, Latteier told CAT this November that this year MINT TMS (Training Management System) has become a fully-fledged “all-in-one learning and training solution” by smoothly integrating LMS functionality into its Training Management System. “Beyond a traditional LMS we offer a highly comfortable and powerful solution to administrate and deliver blended training combining both traditional classroom and/or simulator training and e-learning courses. The distribution of course material and WBT [web-based training] content is simple

and straight forward. All SCORM [sharable content object reference model]compliant material of any provider can be used. The system also supports delivering course materials like manuals and accompanying material via an iPad App, both for online and offline use,” the Kiel, Germany-based executive remarked.

Pelesys’ Greene, added, “For example, we’re seeing the airlines interested in having the progress of the student managed through the entire type endorsement and maintain the qualifications as they remain on that individual aircraft or move on throughout their career.”

Other unmet customer requirements still exist in this sector.

Airlines which prodefis talks to prefer a “course-driven approach which is still missing,” Varahram said and continued, “Attempts to overcome this by adding scheduling functionality to LMS could work, but only if the solution is not based on the trainer-triggered, content-delivery mechanisms. This is where a Training Management System including scheduling comes into play.”

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Training Management A larger, more significant technology gap is the lack of integration with other airlines’ systems, resulting often in inefficient processes and double input of data, Varahram further pointed out.

“Airlines would like to have LMSs which are much more integrated with their main systems such as the Crew Scheduling Systems (CSS). Currently if there is any integration, it usually ends at the level of basic staff data exchange, or at most at the level of staff qualification exchange. But the airlines need an exchange at roster data level in order to get efficient workflows and maximum automation,” the corporate official remarked. prodefis’ message appears to be resonating well within the community. The company lists Germanwings as a customer since this August, and reported Widerøe's Flyveselskap AS was expected to become a client as this issue was being published.

Beyond Pelesys’ LMS, the company has expanded its product portfolio to include a unique TMDS mentioned above. “This includes not only the ability to schedule a pilot for their training and other events, but also to deploy the training content that they have and complete it online or from a mobile platform” Greene noted and continued, “We are also now offering our customers a new Electronic Training Records system enabling AQP, ATQP and EBT management – including both online and offline grading components. This allows the user to create a customized grade sheet for managing and maintaining the individual’s grades as they progress through training.”

Offline use and mobility were end user requirements to which Comply365 is also being responsive. Meister noted her customers’ four leading recent requirements for LMSs include: enterprise mobility that supports any device and makes training available in an off-line state as well as when in connectivity; customizable dashboards for high-level viewing of course statistics, completion rates, organization totals, and completion history across the enterprise; high-level reporting from multiple vantage points that allows for quick trend spotting and drill-down analyses for continuous improvement and to assist with monitoring trainers and materials align with training objectives; and the ability to control visibility of each training to specific departments or provide course access to everyone across the enterprise.

Comply365’s product portfolio has also evolved to meet its current and prospective customers’ needs. In particular the firm’s full training suite of turn-key solutions includes LMS Learning Manager, AQP Learning Manager (Advanced Qualification Program for Pilots), IQP Learning Manager (Advanced Qualification Program for In-Flight crew), and Schedule365.

Also on the Horizon Community learning organizations should be attentive to new and evolving product developments in this market space.

Greifenberg, Germany-based prodefis expects to further close the gap between an airline’s CSS and LMSs by utilizing the company’s Training and Performance Monitoring System (TPMS), its Training Management System COURSE and their interfaces to both CSSs and LMSs. “Another new component we are working on is the Exam Module which will become available by May 2015,” Varahram said.

Pelesys’ research and development efforts include innova26

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tions in training curriculum and courseware enhancements. Without divulging much detail, Greene did point out the efforts “will greatly enhance the typical, traditional CBT. We’ll have more news on this as we move toward 2015 WATS. And we’re looking to advance components of the training management system that need to evolve – moving toward evidence-based training with our electronic grading system, for example.”

On Comply365’s “watch list” for 2015 is its Training Path, which combines the company’s training, assessment and scheduling modules together to allow the end user to build his or her own powerful engine to manage training across your entire enterprise.

“Designed with top level management in mind, Training Path is the solution that brings all your training needs - new hire training, recurrent training for skilled crews, live scenario evaluations, and resource scheduling - together in a system-wide view,” Meister added.

One of many Training Path capabilities is the consolidated dashboard view of the user’s entire system’s training progress and resource availability.

With the upcoming release of version 10 of the MINT TMS (training management system) at the end of first quarter 2015, the company will present a completely revamped web portal, which also will offer some exiting new features for customers of its fully integrated LMS system. “Learners, instructors and 3rd-party customers will benefit from the modern and responsive Web design and there are many new features and functionalities to come, that will significantly enhance both user experience and usability,” Latteier concluded. cat

Above Comply365 customizable dashboard for viewing course statistics, completion rates, organization totals, and completion history across the enterprise.

Image credit: Comply365.

committed to excellence

T R A I N I N G • R E S O U R C I N G • I N N O VAT I O N • PA R T N E R S H I P

December 2014 +44 (0)23 80 742 400 ctcaviation.com

In October, the newest addition to our simulator fleet was certified to Level D – the maximum possible level of reality for a device of its kind – by the UKCAA. This additional Airbus simulator combines the highest levels of simulator fidelity including EGPWS and CAT IIIB landing capability with an intuitive instructor interface to deliver a first class training experience to the pilot.

investing in

resources Captain Mike Redrupp, CTC Aviation’s Head of Training and Chief Operating Officer - Airline Training, commented “The Multi-crew Pilot Licence is proving to be an increasingly popular licence route for our Partner airlines around the world. The airline-focused demands of this training philosophy require increased time on high fidelity, type specific simulators. This newest addition to our training centre is a testament to our commitment to our Partner airline customers. I am delighted that we are able to increase our airbus training capability in order to meet the expectations of our expanding base of airline airbus operators. Furthermore, as our business has expanded internationally, our customer requirements for all types of training activity have increased.”

This latest investment sees CTC Aviation’s full flight simulator fleet grow to a total of four including 3 Airbus A320 and 1 Boeing 737 NG, and complements the existing sophisticated range of Boeing, Airbus and

Diamond flight training devices distributed between the company’s Crew Training Centres in the United Kingdom, New Zealand and the United States.

CTC Aviation is currently in the midst of some significant expansion plans which include a complete refurbishment of our Southampton facility. Over the past two months we have introduced 6 brand new training rooms, redesigned our briefing rooms to incorporate new interactive presentational material and equipment, added 2 further flat panel trainers (bringing our total to 4) to support all levels of our extensive training portfolio from ab initio ground school through to type rating, and upgraded to the very latest iPad type rating Computer Based Training (CBT) products. Even more enhancements are scheduled and will be announced over the coming months.

Airline resourcing

Flexible Pilots on Demand With the aviation industry’s growing need to rationalise pilot training, management and crew cost, airlines are increasingly looking towards the most flexible solutions around for their crew provisioning.

Airline-ready - If required, pilots are provided with bridge and type specific training before being supplied to our Partner airlines to fill key regulatory post-holder roles and training management positions.

Characterised by ‘airline-ready’ supply, international resourcing and flexible employment terms, CTC FLEXICREW is a pilot selection and supply solution, uniquely tailored to the needs of our Partner airlines.

Flexible - Pilots can be supplied ‘on-demand’ in a variety of contract forms including: Airline Cadet Second/First Officer programmes, variable term contract basis and productivity related basis.

CTC FLEXICREW is designed to fulfil our Partner airlines’ demand for pilots with varying levels of experience; we select and supply pilots from qualified graduate pilots (from our own CTC WINGS programmes as well as other flight schools) to highly experienced Captains.

International - CTC FLEXICREW sources First Officers, Captains and Training Captains for airlines across the world.

CTC FLEXICREW provides expert airline resourcing services, specialising in selection services, pilot recruitment and contract pilot supply.

Discover more: ctcaviation.com/flexicrew

committed to excellence

+44 (0)23 80 742 400 | ctcaviation.com

tAKing commAnD the Journey to the left Hand seat

As an organisation that specialises in the delivery of airline training and resourcing services, we regularly receive requests from our customer airlines around the world to deliver bespoke training programmes to satisfy specific requirements.

CTC Aviation’s Command Skills Development Programmes have proven to be highly valued by customer airlines such as easyJet, Thomson, Indigo and Royal Brunei Airlines for well over twenty years, but recently interest levels amongst other airlines, both within Europe and around the globe, have stepped up. As airlines are responding to the global pilot shortage and recruiting an increasing number of new entrant pilots, the need to ensure their development into tomorrow’s commanders is sound, is of highest priority.

Specifically designed to ensure the transition to the left hand seat is a seamless one, our philosophy is to deliver a tailored programme to suit our customer airline’s operational and cultural requirements.

CTC Aviation believes in structured command training - not just type training in the left-hand seat. Our pre-command preparation for Senior First Officers enables them to develop relevant skills under the guidance of an experienced Training Captain in the operational environment.

The programmes cover the widest spectrum of command skills including topics ranging from leadership and communication, to managing the complexities and essential aspects of aviation law. They also encompass one-to-one feedback to ensure that your future captains are well prepared for the additional responsibilities that come with their move to the left hand seat.

Discover more and see our full range of leading-edge courses ctcaviation.com

introDucing

tom liPPincott CTC Aviation’s Chief Operating Officer – Ab initio Training (USA)

We are delighted to announce the appointment of Tom Lippincott as our Chief Operating Officer – Ab initio Training (USA). Tom’s previous senior management position was with one of the largest Flight Training Operations in the USA and he has a wealth of experience from an extensive background in military, commercial airline and general aviation operations, as well as aircraft maintenance and sales. Having lived and worked in the Asia-Pacific, European and Latin American regions, he has a deep knowledge of international business and cultures.

Airline Pilot Training and Resource Management Forums

Tom will be based at our Crew Training Centre - Phoenix and is focusing upon both leading the team there and developing CTC Aviation’s US operations to service both existing and new high growth markets.

We will also be hosting similar forums in the UK and the Middle East during 2015.

Early in 2015 we will be announcing our first US-based CTC Aviation Airline Pilot Training and Resource Management Forum which will be hosted in Phoenix. The forum, which will be by invitation only, offers the ideal opportunity for senior airline managers from around the world to take a tour of our newly refurbished campus and training facilities which, combined with the outstanding flying weather and our brand new fleet, creates an exceptional training environment.

For more information on our Airline Pilot Training and Resource Management Forums, please contact Karen Bath – karen.bath@ctcaviation.com.

+44 (0)23 80 742 400 | ctcaviation.com

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PArtner Airline customer ProFile -

IN PARTNERSHIP WITH

Virgin Atlantic Future Flyers

When we announced our latest CTC WINGS MPL airline pilot career programme – Virgin Atlantic Future Flyers - we received applications from just short of 8,000 aspiring pilots.

This CTC WINGS MPL Route in partnership with Virgin Atlantic is the first designed to enable newly qualified pilots to begin their careers operating wide-body, Airbus A330 aircraft as co-pilots on Virgin Atlantic’s extensive long-haul network.

Virgin’s ‘Future Flyers’ will embark on a journey from trainee through to co-pilot at our new generation Crew Training Centres in both the UK and USA. The programme lasts for approximately 18-months and comprises of classroom and theoretical knowledge training, followed by core skills flight training at CTC Aviation’s newest Crew Training Centre in Phoenix, Arizona.

Dave Kistruck, General Manager, Flight Operations at Virgin Atlantic, commented: “Our people have always been at the heart of Virgin Atlantic and we’re delighted to offer this opportunity to a whole new generation of flyers. They’ll be part of the Virgin family from day one and will enjoy an opportunity like no other to join us straight onto long-haul aircraft, building their career as an ambassador for one of the world’s most iconic brands.”

CTC Aviation is delighted to have been selected as Virgin Atlantic’s exclusive training partner. The combined teams are pictured celebrating the launch together at Heathrow in October.

Upon returning to the UK trainees will complete an Upset Prevention and Recovery Training (UPRT) module and complete further training on both A320 and A330 full-flight simulators, culminating in A330 aircraft base training. Upon MPL issue, they will then commence ‘flying the line’ as an A330 co-pilot for this most iconic of airlines.

The programme also offers the option to complete a BSc Honours Degree in Professional Aviation Pilot Practice in association with Middlesex University and the Aviation Skills Partnership.

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SHOW REPORT

Safety & Training Key Issues Chuck Weirauch reports from the NBAA’s 2014 Business Aviation Convention & Exhibition.

T

he trend towards evidencebased business aviation training, safety management systems, the National Business Aviation Association (NBAA)'s Top Safety Areas, and a discussion panel led by some of the FAA's top safety experts were some of the key focus areas of interest during the organization's 2014 Business Aviation Convention & Exhibition held in Orlando Oct 21-23. The topic of unmanned aerial systems (UAS) was covered for the first time at the show in two separate panels, while other panels dealt with improving aircraft operations and the need to attract more new pilots and other professionals to careers in aviation.

Attendance at the three-day conference reflected the steady but slow growth in business aviation operations at more than 26,000, a bit more than at the 2013 show. Attendees visited the 1,100 exhibitors at the event, which included several business aviation training providers. Also on hand were more than 100 aircraft at both the static display at Orlando Executive Airport and within the Orange County Convention Center itself.

Evidence-based Training In the NBAA conference's primary training session, members of the NBAA Safety Committee's Training Advisory Subcommittee outlined the need for business

aviation flight departments to develop an evidence-based training (EBT) management system as an element of the departments overall safety management system (SMS). They pointed out that there is a growing trend for business aircraft operators to begin to adopt the EBT approach originally developed by ICAO, IATA and other aviation organizations for the airline industry.

EBT focuses on developing training programs based on an individual flight department's own operations, experiences, records and identified threats to that particular operation, rather than on just standardized "one-size-fits-all" training programs. The Training Subcommittee has produced an EBT guide, Maximize Your Training with an Evidence-Based Training Management System Guide Handout, available through the NBAA Website (www.nbaa.org), in order to provide business flight departments with a means to develop such an EBT for their own operations.

J.R. Russel, leader of the Training Advisory Subcommittee, explained to session attendees that a training management system is a subsystem of a business aviation operator's SMS. Once the SMS is employed to identify the hazards and the threats to an individual operation, then operators can look at some type of training to mitigate those risks.

Embraer's new Legacy 650 business jet at the 2014 NBAA Convention's Static Display at Orlando Executive Airport.

Image credit: Author.

"When you talk about some of the ways to mitigate the risk and identifying threats, probably the number one tool in your SMS toolbox is training," Russel said. "Training is probably the most effective way to minimize risk and identify threats to your operation. A training management system allows you to take those threats identified and some training objectives to develop training or having that training developed for you."

Al Mann, director of Operations for Reynolds Jet Management, pointed out the need for developing individualized training management systems as a part of an SMS. The same type of check-thebox training for the flight operation's pilots every six months or annually, and having those pilots "jumping through the same hoops year in and year out" at times will not address the specific training needs of an individual flight department, he declared.

"The purpose of a safety management system is to allow you to be proactive," Mann emphasized. "The SMS, and the resulting EBT lets you be out in front of your operations so that you can do things from a proactive, rather than a reactive point of view."

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SHOW REPORT Caleb Taylor, Founder of ProFlight, Inc., said that some business flight organizations might not have a lot of internal data to identify their threats, making the development of both an SMS and an EBT more difficult. In such cases, Taylor said that such operations need to be looking to external sources to identify those threats to their operations. One good source is NTSB accident reports.

These reports are a very good source for the identification of threats to individual flight departments, he related to the audience.

"You might read about an accident that involved flying into a short, wet runway with a crew inexperienced in those conditions," Taylor described. "Then you might ask yourself if such threats are anything that you need to be concerned about in your operation. Do your crews have much experience in landing on short, contaminated runways, for example? That's one way you can determine how to proceed to mitigate the level of risk and identify threats from an accident report."

"You will be hearing the term evidence-based training more and more, because the regulators want us to incorporate these safety management systems in to our operations," Mann summed up.

"That's a clear indication that you need to modify your training so that it is more evidence-based."

FSF Advocates Business EBT In a separate interview with CAT magazine at the conference, Peter Stein, the Flight Safety Foundation (FSF)'s Advisory Committee Chair for Business Aviation, also reported that the aviation community will begin to see an advocacy for more evidence-based training in business aviation. He affirmed that the NBAA Training Advisory Committee is already working to develop guidelines in this area.

When asked what threats that have been identified in commercial aviation need to be addressed via a business aviation SMS and EBT, Stein said that the Foundation considers the unstable approach/go-around decision issue to have top priority. The FSF has conducted a preliminary study of commercial aviation operations that shows 97 percent 32

CAT MAGAZINE 6.2014

of unstable approaches do not result in a go-around, but rather with pilots continuing to land. The final results of this study were to be released at the International Aviation Safety Summit in Abu Dhabi this November.

"The challenge for the business aviation operator is that we don't generate the high amounts of data in as timely a manner as in the airline industry," Stein pointed out. "But just to get that information anecdotally in business aviation, you are seeing some of the same challenges as far as piloting issues as you do in commercial aviation. This means that, although some business aviation pilots' approaches are unstable, they are also continuing to land. And I think that a lot of the focus out of the unstable approach/ go-around study is concentrated on such things as decision-making skills and re-evaluating the classic go-around and the classic stabilized approach criteria."

Even with such anecdotal information, there is a basis for addressing the results of the unstable approach/ go-around study in an SMS-based EBT, Stein said. That means that flight training departments can now introduce scenarios, circumstances or conditions into its training environment that are known to be conducive to perhaps the decision to not go-around, or perhaps other issues.

"So I think that (the unstable approach/go-around issue) is certainly one of the areas that will be continuing to support efforts to move business aviation to evidence-based training," Stein summed up. "We can take the study results and see how we can drill them down to the business aviation community."

A HondaJet that was employed as a flight test aircraft was on display, along with more than 100 other business aviation jets.

Image credit: Author.

The limited amount of business aviation flight operations data available is one reason why the Flight Safety Foundation is beginning an initiative in cooperation with the FAA to look at global datasharing of safety information, Stein said.

The Foundation wants to drive towards predictive systems in aviation safety, and in order to have a predictive system, the aviation industry has to have high volumes of data available, he concluded.

NBAA Top Safety Areas At the NBAA Safety Town Hall proceedings during the 2014 Annual Meeting, the NBAA Safety Committee announced its newly developed list of the organization's top Safety Focus Areas on the first day of the show. At the top of the list was Professionalism, with the list including A Positive Safety Culture; Single-Pilot Safety; Fitness for Duty; Distraction Management; Airmanship Skills; Airport Safety; Technology Management; Public Policy and Talent Pipeline. According to the Safety Committee members, professionalism in aviation is the pursuit of excellence though discipline, ethical behavior, and continuous improvement.

Another reason why professionalism was chosen as a top safety area is because it is a factor that reflects the behavior of pilots in everything they do in the cockpit, said Safety Committee member Marty Grier, senior manager of the Home Depot Aviation Department.

"We work in a terribly unforgiving industry," Grier said. "Our behaviors

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have an impact on everything we do. By developing professionalism in the industry, we can make an immediate and positive impact on aviation safety and attract new people to become the industry next generation's best."

Tony Kern, chief executive officer of Convergent Performance, emphasized that in aviation, regulators establish minimum standards for worker protection and safety, and the industry itself caters to the minimum standards, such as in training events.

"We are in an industry in which minimum standards might not always keep you alive," Kern emphasized. "The more you know and the more you practice what you know, the better your chance of surviving a challenge. True professionalism is a lifetime of climbing towards ever higher standards that you define and set for yourself."

FAA Safety Leadership A number of the FAA's top officials concerned with aviation safety participated in the "Conversation with FAA's Top Safety Leaders" session during the first day of the conference. They included John Hickey, Deputy Associate Administrator of Aviation Safety; John Duncan, Director of the Flight Standards Service; Lee Smith, Manager of the Air Transportation Division and James Viola, Manager of the General Aviation and Commercial Division.

Hickey outlined four main goals for the agency, which includes improving National Airspace System (NAS) air traffic control efficiency through the NextGen initiative. As a part of that discussion, he emphasized the importance of commercial and business aviation operators to consider complying with the requirement to equip their aircraft with ADS-B technologies well before the 2020 deadline to do so.

"The 2020 deadline will not move," Hickey said. "It is a mandate that is going to stay." Duncan discussed a number of flight standards initiatives currently underway, including the effort to increase the number of FAA inspectors available to provide checkrides.

Also presenting at the NBAA Annual Meeting 2014, was Major Gen. (ret.)

Edward Bolton Jr., the FAA's Assistant

Administrator for NextGen. Bolton said that a government partnership with the aviation industry is the key to the success of implementing the satellite-based air traffic control system.

First Time for UAS Unmanned aerial systems (UAS) were featured for the first time at the annual NBAA event in two separate sessions.

One session covered the pending FAA rules concerning the integration of UAS operations into the National Airspace System (NAS), while the other dealt with potential UAS commercial opportunities in business aviation once those rules are in place.

Dean Griffith, an attorney for the Operations Law Branch of the FAA Chief Counsel’s office, reported that the regulatory agency is finalizing a Notice of Proposed Rulemaking (NPRM) for the commercial use of small UAS (those weighing less than 55 pounds), and should have it issued by the end of this year. The issue of UAS pilot training was also discussed, with aviation attorney Paul Lange stating that business aviation operators should be able to draw from their existing trained pilot population to operate those aircraft.

Rose Mooney, executive director of the Mid-Atlantic Aviation Partnership at Virginia Tech, attempted to answer the question of just how manned and unmanned aircraft will be able to operate together safely in the NAS. “A lot of the technologies we’re developing for UAS are going to make the whole industry safer,” Mooney said.

“We’re looking at ground-based solutions for low-altitude UAS flight, senseand-avoid, smaller radar systems, ADS-B and other technologies that are going to make manned flight safer.”

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33

TRAINING TECHNOLOGY

Desdemona – Research and Innovation Do Pay Off Chris Long takes looks at a multi-nation developed simulator now used for specialised UPRT training.

P

ure research may not always create an immediately productive result, and often applied research falls short of a commercially viable product. Confounding that view is an ambitious research programme born in Europe - Desdemona has matured to the point at which it has recently been used for Upset Prevention and Recovery Training (UPRT) by the first commercial airline customer, a VVIP flight operator based in the Gulf.

Origins Way back in 1997 a new programme of investigation into Spatial Disorientation was started by AMST, the Austrian simulator manufacturer, and TNO, the primary research organisation of the Netherlands government. By 2002 funding was shared by various sources, with one third coming from TNO, representing the interests of the Royal Netherlands Air Force (RNLAF) and the Ministry of Economic Affairs, and AMST, which contributed two thirds of the finance.

The aim was to create a simulator which would deliver fully and unlimited gimbaling, and which would provide a platform which could generate sustained “g” and provide a “heave” capability, 34

CAT MAGAZINE 6.2014

thereby emulating real forces felt by air force pilots. The project saw metal cut for the first time in 2003 and the facility was opened in 2007; the first research started towards the end of 2007.

Underlying Science When considering what to build in order to simulate the range of physical forces imposed on any pilot flying in a vigorous flight regime, a critical factor needs to be a thorough understanding of the physiology involved.

Dr Eric Groen of the TNO centre at Soesterberg, 45 minutes south-east of Amsterdam, indicates that this base is a centre of study of Human Performance, and happily is close to the main aeromedical training centre of the RNLAF. The dual inputs of the deep understanding of human physiology and of the loads imposed on a pilot became an excellent start point. Groen is himself an expert on motion perception - how the body senses any form of motion - and Dr Mark Wentink of Desdemona BV, the company operating the Desdemona, is a specialist in motion cueing - how to prompt the body’s receptors to give realistic inputs.

The AMST contribution was led by Dr Michael Mayrhofer, who, as project

director, oversaw the build up of partnerships to design and create a unique device. It was quickly realised that the standard hexapod motion platform as used by the normal simulators would not be capable of delivering the full range of essential motion cues. Consequently a fully gimbaled device was designed.

The gimbal frame itself is mounted on a sledge, which can be manipulated on the main arm to allow control of eccentricity with respect to the main rotation. Thus the simulator, when turning, can even produce sustained “g”-loads. Additional electrical servo actuator pistons can also rapidly move the gimbal frame within the sledge in the vertical direction in order to reproduce the ‘heave” felt, for instance, during severe turbulence.

Not only did the hardware have to be developed, but the complex software to drive it needed to be refined. It was here that another dimension of international cooperation was added for the civilian applications. Partners from many countries and research organisations contributed skills, not least from Russia, where the renowned leadingedge aerodynamic research centres of Gromov and TsAGI in Zhukovsky made contributions to the team. Test pilots

from major manufacturers (Boeing, Airbus), European cockpit associations, and aviation authorities (ICAO, EASA, IATA) supported the initiative while validating the novel out-of-the-certifiedenvelope flight model.

Applications As the research progressed, the device got to the point when its unique capabilities could be used in earnest. It now routinely provides training for RNLAF F-16 pilots, who can explore and learn recovery from departures - even including inverted spin or deep stall recovery, manoeuvres which would be too dangerous in the real aircraft. Still within the military, “Brown-out” training for the RNLAF Chinook pilots became an essential part of their desert operations after the loss of an aircraft because of this condition in Afghanistan.

Training for those wanting to go into space has also been delivered - not least to Bob Geldof - who lays claim to planning to be the first Irish Astronaut!

Civilian Training The year of 2009 was, sadly, characterised by several loss of control (LOC-I) accidents involving civilian aircraft, and which resulted in heavy loss of life. Carrying out training beyond the stall in real airliners, with the associated non-normal aircraft behaviour, such as wing-drop, control reversal and potential loss of control, is evidently not feasible. In any case not all manufacturers go so deeply into that part of the flight regime, so detailed knowledge of that flight envelope is scarce.

Knowing the capabilities of Desdemona, Groen proposed the creation of the Simulation of Upset Recovery in Aviation (SUPRA) research programme. This time further development of aircraft class-representative flight models was obviously needed to accurately reflect typical aerodynamic characteristics of a large swept wing jet in those potentially uncharted flight regimes. Once again international cooperation resulted in a gradual refinement of the performance of Desdemona.

It can now accurately produce a realistic and credible set of handling characteristics to replicate the extremes of airliner aerodynamic handling. Part of that process was the independent assess-

ment by twelve experienced test pilots, all from an elite group who have either flown big aircraft in those situations, or been very close to it. Their feedback was that the device provided a very good representation of what the big aircraft really behaved and felt like when in those extreme circumstances.

It is here where Halldale had some small part to play. At the APATS 2014 conference in September, conference representatives of a VVIP flight in the Gulf heard the presentation made by Dr Mayrhofer, and very soon afterwards had booked a sequence of training for three pilots (including the post holder and training director) to assess the value of the Desdemona UPRT. Halldale was there to record the immediate impressions after the training had been delivered early in November.

Desdemona, a Unique UPRT Simulator The training consisted of a one day course, with the theory of aerodynamic effects and spatial disorientation explained before an individual session in the Desdemona simulator. It was interesting to hear the enthusiasm with which the three pilots described their experience. Each had a slightly different take on it, but all greatly valued the training.

One pilot found it greatly increased his confidence and, as a training captain, will significantly boost his credibility when he briefs and trains his fellow pilots in his company. Another was surprised by the exposure to genuine spatial disorientation - he was astonished by the fragility of the human senses in conditions that they were not designed for. There was huge

Above & Opposite Desdemona (DESoriëntatie DEMONstrator Amst) is a collaboration between TNO and AMST Systemtechnik.

Image credit: TNO/AMST Systemtechnik.

value in realising how quickly one could be taken outside the comfort zone. All the pilots not only thought that the training was hugely worthwhile, but also emphasised that the whole sequence had been very enjoyable, and had greatly added to the sum of their aeronautical experience. One observation was that, where other devices are good at training both the recognition and prevention of upsets, they are less well adapted to showing the recovery element from extreme situations. This recovery training is the great strength of Desdemona.

Conclusion This first training package was very effective. What was interesting is that the crews strongly suggested that the training be increased to a two day course, with extended briefing on the theory, coupled with more detailed briefing on the scenarios played out in the simulator.

What we are talking about here is simply the fine tuning of a fascinating and effective programme.

Desdemona is a complex device, but it does hugely extend the range of UPRT. This currently unique device will never be able to deliver such training to the vast majority of commercial pilots, although without doubt lead trainers at airlines would benefit, but it does reinforce the drive to understand and train in an area which the industry is now addressing with considerable vigour. cat CAT MAGAZINE 6.2014

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Show report

EATS 2014 – Bringing Walls Down in Berlin Held in Berlin, Germany, the 2014 European Airline Training Symposium (EATS) saw 500-plus delegates benefit from the perspectives of European and international training and simulation experts. The theme of EATS 2014 was "Optimising Simulation and Training for the Flight Crew.” Conference Chair and CAT Editor-in-Chief Chris Lehman filed this report.

T

hirteen years have passed since the first EATS conference was delivered in Stockholm, and in that time it has grown to become the largest gathering of airline training professionals in Europe.

Over the years the event has also morphed into a “one crew” focus with dedicated conference tracks for both pilot and cabin training. This year the goal was to focus explicitly on training outcomes, and the art and science of configuring both technology and technique to optimise those outcomes.

By all accounts the goal was achieved – some 528 people from 61 airlines and 41 countries attended EATS 2014, along with 48 international exhibitors, including Gold Sponsor CAE, and Silver Sponsors Sim-Industries and TRU Simulation + Training.

Keynotes were Key Extraordinary keynotes were delivered by Trevor Woods, Flight Standards Director of EASA, and Captain Andy O’Shea, Head of Training at Ryanair. Mr. Woods outlined the new organisational structure of the - PMS 295 C = 00 45 7C - PMS 543 C = 8F C3 EA - PMS 1595 C = E8 7D 1E

Gold Sponsor:

Agency as of September 1, including the addition of a Strategic Directorate, and the evolution towards a risk-based regulatory approach and a Performance-based environment, which was noted in CAT 5-2014’s Editorial Comment. Most significantly, in the Heads-of-Training (HOT) meeting conducted the evening before EATS commenced, EASA announced a new Industry Advisory Group to facilitate better communications with the Agency.

(See the note after this report, as well as the Editorial Comment in this issue).

Captain O’Shea delivered a second, equally evocative keynote, focussing on the assessment of pilot applicants in his airline and the remarkable success of the process. Ryanair has not been able to find assessment differentiation between nationalities, levels of English-language proficiency, specific flight schools, or whether the candidate has come from an Integrated or Modular CPL. What they have found from assessing some 1,000 candidates a year, is that only about 48% of them pass and deemed acceptable for hire.

Plenary session topics drilled into

Above EATS has become the largest gathering of airline training professionals in Europe.

All images: David Malley/Halldale Group.

some of the aircrew-specific subjects receiving current industry attention, including the role that culture – national, professional and organisational – plays in operations and training. Lithium battery fires were also addressed, including the status of current regulatory guidance and some practical tips on how to deal with passenger-carried device risk. And the experience of a major international carrier’s implementation of Competencybased Training (CBT) was presented by Emirates.

Pilot Stream The dedicated pilot stream covered the range of issues concerning the continent’s S&T community. The regulatory session saw EASA return to the podium with a detailed update on current aircrew regulations, including upset prevention, relief pilots, and their tasking in the area of competency-based training and EBT.

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CAT MAGAZINE 6.2014

Right The EATS Cabin Crew training track – now in its second year.

Delegates also heard about the UK’s Confidential HF Incident Reporting System (CHIRP), and CAE discussed how evolving regulatory change impacts simulator usage. Simulator tools and data are quickly evolving, and flight data, tied to evaluation criteria from the simulator session, can contribute enormously to training, including EBT. EATS would not be complete without an update on MPL, including the views of a recent graduate from Lund University’s MPL programme. He saw no significant problems, but cautioned that regulators are locally changing and adapting the intentions of Competence-based Training, risking that a global harmonisation of training standards, especially for MPL, may move out of reach.

Notably, ExpressJet from the US weighed-in on global pilot demand, indicating that for the US regional airlines, the pilot shortage was real and now having a serious impact.

Delegates also heard that the proficiency check required under Appendix 9 of EASA has changed little, despite technological advances and operational evidence. There was insight into aviation law for flight crews and tips for how to operate for fuel and environmental efficiency. More about the advent of “performance-based regulation” came from the UK CAA, as well as the experience to date with ICAO language proficiency programmes from Latitude Aviation.

A number of viewpoints were heard on the issue of tablets and mobile devices in aviation training, including the fully iPad Integrated Solution for Air France Pilot Training.

Cabin Track A stellar EATS Cabin Crew stream was kicked off by Moderator Anna Mellberg of Novair. It was noted that 28 October, 2014 was an historic day for aviation in Europe, as this was the date of effectivity for new EASA regulations for SAFA – Safety Assessment of Foreign Aircraft. Airbus continued with the lithium battery challenge and outlined the crew procedures they initially developed for the A380. The advantages of crew pre-qualification and cabin crew licensing were presented by Inflight Innovations.

Social media issues were next up from Southwest Airlines, with the note that since every passenger has a camera, everything can be recorded; pictures of an actual evac can - and have - been transmitted around the world even before the emergency vehicles arrive.

The International Civil Aviation English Association (ICAEA) explored on-board communications issues and submitted that cabin crew should have the same language proficiency programmes as pilots.

Medical training and joint CRM training was another critical theme as presented by SWISS, and also the importance of joint training with airport rescue crews. The last cabin session was delivered through group discussion and zeroed in on current and future challenges as a final recap of the conference stream.

Training Technology Panel Pilot and cabin delegates returned for a special final joint session of expert panelists to discuss Training Technologies and Techniques. The conference had come full circle over the two days - from identifying the major issues to proposing potential solutions.

EASA’s announcement of the new Industry Advisory Group confirms yet again that EATS is no “talking shop”, but rather an event where the industry collectively moves forward in a real and tangible manner.

All EATS 2014 conference presentations are available on the Halldale website at www.halldale.com/eats. cat Conference By:

Organised By:

Above 528 people from 61 airlines and 41 countries attended EATS 2014, along with 48 international exhibitors.

With the support of:

CAT MAGAZINE 6.2014

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Image credit: David Malley/Halldale Group.

REGULATIONS

EASA, EATS & The Professional Pilot Training Industry Peter Moxham, FRAeS, reports on the successful Heads of Training meeting and its outcomes, at the recent EATS 2014 in Berlin.

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ATS 2014 has marked a turning point in relationships between the professional pilot training industry and EASA with a recognised change in emphasis from EASA in its dealings with the industry. It has been well known for some time that change was coming to the Colognebased facility that is responsible for aviation regulation in Europe, and it has never become more obvious than at EATS in Berlin this last October.

This year EATS incorporated a new part of the event on the evening preceding the main conference when over 150 delegates, mainly heads of Training from airlines, training organisations and some regulators gathered for discussions on the difficulties and problems found with EASA regulations and actions. EASA agreed to attend the meeting and gave very full and frank responses to the issues raised, staying at the meeting for over an hour, and then continuing in one on one discussions with individual delegates for nearly a further hour.

In the course of the discussions EASA became very aware that their interaction with the industry had obviously not been as fruitful for them as it should have been, and they announced the following day that as a direct result of

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the Heads of Training meeting, they were establishing a new small Group to establish a bridge between themselves and the industry to ensure that issues were dealt with in a more efficient manner and further, dealt with in the order that those that were more urgent were dealt with first, with others to follow.

The new Industry Advisory Group was confirmed on the opening day of EATS and has subsequently moved further ahead, with a very tight group of industry representatives from all aspects of the professional pilot training sector being represented - fixed wing, rotary, airline, large and small training organisations, corporate and business operator training organisations, manufacturers and includes a representative of the professional pilot unions, in all totalling just 10 individuals. It is anticipated that the first meeting will take place at EASA in early January 2015. The two major trade training organisations, IPPTG and IAAPS will be co-ordinating the agendas.

Trevor Woods, the EASA director responsible made the announcement, and it is thought that meetings will take place at about three monthly intervals.

The small Group should enable a much quicker reaction both by EASA and stakeholders with the full effects, com-

mercially as well as technically, being apparent to all parties being understood within the EASA structure.

This is a major step forward and should solve and avoid many of the disagreements and difficulties that have plagued the introduction of EASA FCL and it was a very pleasant surprise to find that the new EASA Board and Management were moving forward in such a positive manner.

For EATS this was very significant as it came about as a direct result of the issues raised at the Heads of Training meeting which EASA are very keen to support over the coming years. It will give those attending from whichever sector of the professional pilot training industry a chance to raise and discuss issues on a face to face basis with those both making and interpreting the EASA FCL and associated flight operations training issues.

EASA have confirmed their support for EATS in 2015, and we ask those experiencing any problems with EASA requirements to be sure to voice their problems. Indeed if you are currently having significant difficulties in any area then please contact the author to get them on to the agenda for future discussion. cat

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Conference By:

Bringing together academic insight and the international aviation training industry 10-11 February 2015 Hyatt Regency Incheon, Republic of Korea AAETS - the APATS Aviation Education and Training Symposium aims to develop professional training and educational support programmes for safer and more efficient operations in commercial aviation, airport and air traffic management.

AAETS will bring together experts from around the world to develop skills training across the civil aviation industry in Asia.

The conference will discover latest techniques and best practices in training and education for: • Pilots • Cabin crew • Air traffic control • Aviation safety • Passenger handling • Maintenance • Ground crew

ENCE R E F N O C ITION B I H X E &

PREVIE

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An Official Event of the South Korea Ministry of Land, Infrastructure and Transport (MoLIT)

For more information and online registration

halldale.com/aaets

Hosted by:

Why come to AAETS? AAETS is a new international conference and tradeshow for the civil aviation training industry.

AAETS will address the educational needs of the airline sector covering

disciplines required in airline and airport management and development. The

aim of AAETS is to develop professional training and educational support

programmes for safer and more efficient operations in commercial aviation,

airport and air traffic management.

AAETS is an international conference, exhibition and social event planned to

maximise the opportunities for learning, networking and sharing experience and

best practice.

The Republic of South Korea has a well-established and rapidly growing airline industry. The South Korean authorities have a major focus to expand capability across the full range of air transport disciplines through educational support and operational training.

AAETS will be held at the Grand Hyatt Incheon, a five-star luxury hotel only three

minutes from Incheon International Airport. This new hotel has a range of restau

rants and leisure facilities onsite, and transport links to Seoul are readily available.

Preferential rates are available for visitors to AAETS.

Who will be at AAETS AAETS is expected to bring together over 400 senior training professionals from Korea, China, Northern Asia and the rest of the world. Attendees will include: • Decision makers and senior personnel from approved training organisations, airports, ATC providers, aviation universities, airlines,wv simulator manufacturers and the training industry

• Regulatory bodies and government agencies from the region • VIPs from the Korean authorities including MoLIT and the Korean Civil Aviation Development Agency (KADA)

Save money and book early: Delegate fees (US$)

Up to 9 January

Last Minute Rates

Government or University Delegates General Delegates

$150 $335

$150 $465

Please send registration enquiries to james@halldale.com Organised By:

halldale.com/aaets

A sister event to:

AAETS 2015 Conference Programme The AAETS conference will be in English with simultaneous interpretation in Korean.

Day 1 – Tuesday 10th February 2015 Opening Remarks & Keynote Addresses • Deputy Minister, MoLIT • Wan-su Park, President & CEO, IIAC • Captain Steve Taylor, Boeing Flight Services Session 1: New Culture • Captain Nicklas Dahlstrom, Emirates, Common Culture Within an Airline • Victor Ujimoto, University of Western Ontario & Capt. Bohun Kwon, Korean Air, New Culture in Korean Aviation • Captain Jacques Drappier, Senior Training Advisor, Airbus, Monitoring – A Healthy Culture • Captain RS Makker, SpiceJet, Joint Pilot/Cabin Crew CRM Session 2: Aid Projects • Min Sun Kim, MoLIT, Aviation Personnel Nurturing Practice at the Government Level – Share Korea’s Practice • Dr. Sarah Jane Fox, Buckinghamshire New University & Luis Martin-Domingo, Özyegin University A Case Study of Effective Collaboration • Mike Suckow, Purdue University, How Do We Attract Bright Students to Aviation?

• Paul Bates, Griffith University, Navon Project – The New Generation Session 3: Leading Edge Technology • Bo Young Yang, IIAC, Introduction of Aerodrome Control Simulator • Al Johnson, PlaneComm, Simulating ATC for Pilot Students • Lou Nemeth, CAE, Safety Data Shapes Training • Dr. Sunjoo Advani, ICATEE, UPRT

Day 2 – Wednesday 11th February 2015

Captain Jacques Drappier

Session 4: ICAO – Trainair • Jongho (Tony) Cho, IIAC, Airport Training Standardization Session 5: Aviation – Pilots • Elizabeth Derricks, Australian Airline Pilot Academy, Pilot Selection • Ariana Hoffman, Human Capital Management & Performance, LLC, Performance Driven Pilot Selection • Michael Kay, ICAEA, Cross-Cultural Communications – Implications for Training and Safety • Christof Kemeny, Lufthansa, Defining the Crew Session 6: Aviation – Regulation • Anna Mellberg, Novair, EASA Regulation of Cabin Crew • Capt. Dr. Thirunavukkarasu Jr, AirAsia, Using Crew Resource Management Strategies (CRM) for Pilot Training • Capt. Choi, Asiana, EBT • Choi Yong, ANA, Introducing AQP into an Airline Session 7: Aviation – Maintenance • Andi Fahrurrozi, GMF AeroAsia, Training Engineers in Partnership with Polytechnic • Eric Wong, Hong Kong Polytechnic University, Attracting Bright Students to Aircraft Maintenance • Terry Michmerhuizen, Western Michigan University, Exceeding the Minimums – FAA Maintenance Training • Denis Manson, Aviation Australia, Striving to Establish a New ‘Best Practice’ in Basic Aviation Maintenance Training

Conference By:

An Official Event of the South Korea Ministry of Land, Infrastructure and Transport (MoLIT)

Hosted by:

Lou Nemeth

Why come to the Republic of Korea growth of 6.9%/year over the coming years.

This has led to an acute shortage of trained personnel and in response the South Korean Ministry of Land Infrastructure and Transport (MoLIT) has introduced ‘The Aviation Human Resources Fostering Project’ to meet the need for a strong training capability across all the disciplines in civil aviation.

The large scale of the project is in line with ‘the fostering plan of a hundred thousand young leaders for future industry’.

Due to Korea’s geographical position, 94% of travellers and 26% of international freight are handled by air. Recognising the importance of aviation, the Korean government has engaged a policy of Air Liberalization resulting in forecast

The Aviation Human Resources Fostering Project is government funded with project partners that include seven air carriers, three aviation universities, three airport operators and five aviation high schools. The Aviation Human Resources Fostering Projects was explored in detail in issue 1-14 of CAT magazine.

Exhibit at AAETS 2015 AA Pilot ScandSim Academy learn Industries 100

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Baltic Aviation Academy 110

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KADA

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.

prodefis Frasca 112

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Pelesys

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CTC

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Food Serving

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IIAC 202

For more information please contact your regional representative:

To the conference

CAE

TRU Simulation

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North America: Andy Smith +1 407 322 5605 andy@halldale.com Rest of the World: Jeremy Humphreys +44 (0)1252 532009 jeremy@halldale.com

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halldale.com/aaets

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.

TRAINING CENTRE

New Pilot Training Centre in Nottingham Pilots can now benefit from industry recognised certification in Nottingham's (UK) state of the art simulator. East Midlands Pilots (EMP) has launched Jet Orientation Courses and Simulator Assessment preparation training for professional pilots seeking airline jobs. EMP has an advanced Boeing 737-800 simulator and combined with the experience and expertise of current airline training captains, provides unique scenario based training.

East Midlands Pilots' focus is to help meet the demands of airlines that are looking for the next generation of First Officers. Speaking about the new training scheme, East Midlands Pilots' managing director Andy Wallace commented: "We're thrilled to have such a unique asset in the centre of the East Midlands and to be able to train professional pilots to the highest standard. With Ryanair, ThomsonFly and others conducting their line training at East Midlands airport, we are hopeful that East Midlands Pilots can provide a steady stream of First Officer candidates to the industry."

PILOT TRAINING

PILOT TRAINING

CTC Aviation Introduces UPRT

Approval for ATP CTP

CTC Aviation is incorporating Upset Prevention and Recovery Training as standard for all of its CTC Wings and CTC Wings Partner airline programmes. Being able to prevent loss of control in airline flight operation and appropriate recovery should it occur, is a core skill that airlines demand from their pilots. Significant discussion through aviation conferences and regulatory committees has taken place over the past three years on how this subject should be addressed. As a consequence, it has been decided by a number of key aviation regulators (e.g. EASA and FAA) to mandate Upset Prevention and Recovery Training (UPRT) for all professional pilots, effective from future dates yet to be determined.

CTC Aviation participated in these discussions and helped with initial draft avia-

tion rulemaking activities. In anticipation of future legislation for UPRT, CTC Aviation has proactively included mandatory UPRT as a standard part of the syllabi for all CTC Wings airline pilot career programmes – Integrated ATPL and MPL, including those sponsored by partner airlines. The introduction of UPRT has been implemented retrospectively to all CTC Wings programmes for trainee pilots enrolled into training from October 13. To enable this, CTC Aviation introduced a 7-hour UPRT programme to allow transfer of these core skills into an operational airline environment which includes three hours of training in a Slingsby T67 aerobatic aircraft that will be based at the Bournemouth, UK, Crew Training Centre and four hours of training in one of CTC Aviation’s Boeing or Airbus level D full flight simulators.

Aerosim Training Solutions has received Federal Aviation Administration (FAA) approval for the Airline Transport Pilot Certificate Training Program (ATP CTP).

The FAA mandates an ATP CTP course be completed by all pilots who want to add an Airline Transport Pilot Certificate to their existing certificates so they can fly for a commercial airline (part 121 carrier). This same rule applies to pilots who want to operate as a pilot in command in the part 135 or part 91 environment.

This ATP CTPs course combines both ground training and simulator training to help prepare pilots for the duties, responsibilities and challenges of the air carrier environment. Training for this certification will be provided by airline pilot instructors who will use current trends and events from the airline industry.

CAT MAGAZINE 6.2014

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World News & Analysis PILOT TRAINING

CTC Aviation to Train Virgin Atlantic ‘Future Flyers’

CTC Aviation has entered into an exclusive training partnership with Virgin Atlantic Airways to provide selection and training services for both the inaugural and subsequent Virgin Atlantic 'Future Flyers' airline pilot career programmes under the regulations of the Multi-crew Pilot Licence (MPL).

The foundations of the 'Future Flyers' programme are based upon CTC Aviation's CTC WINGS programme which sponsors

aspiring pilots to achieve their career ambitions. This fully-sponsored programme with Virgin Atlantic has been both designed and uniquely funded in such a way as to make it accessible to a wide range of applicants, enabling genuine diversity and opportunity within a broader community of aspiring pilots. This MPL programme is the first to have been designed to enable graduates to enter directly into flying wide-body, Airbus A330 aircraft as co-pilots on Virgin Atlan-

tic's extensive long-haul network. The MPL route was selected by the airline after careful comparison with the traditional means by which they have previously hired their pilots.

The initial course of six recruits will embark on a journey from trainee through to co-pilot at CTC Aviation's new generation Crew Training Centres in both the UK and USA. The programme lasts for approximately 18 months and initially comprises six months of classroom and theoretical knowledge training, followed by five months of core skills flight training at CTC Aviation's newest Crew Training Centre in Phoenix, Arizona.

Upon returning to the UK trainees will complete an Upset Prevention and Recovery Training (UPRT) module and complete further training on both A320 and A330 full flight simulators, culminating in A330 aircraft base training. Upon MPL issue, they will commence 'flying the line' as an A330 co-pilot for Virgin Atlantic.

FLIGHT SIMULATOR

Certification for Newly-Converted A320 FFS Swiss AviationTraining (SAT) has received certification for its new Airbus A320 simulator from the Swiss Federal Office of Civil Aviation (FOCA). The new simulator, which has been created by converting one of SAT's two A321 simulators, is not only equipped to Airbus' latest Standard 1.8 for the A320, it also features new electric

motion technology which is already in use on SAT's E-Jet simulators in Frankfurt and Munich, together with a new-generation visual system.

The new simulator can be set to replicate either of two A320 engine types - the CFM56-5B4 or the IAE V2527-A5 depending on which is fitted to the train-

ing customer's fleet. The device also offers further added value through extra features such as its Integrated Standby Instrument System, its Runway Awareness and Advisory System and its stateof-the-art Flight Management System.

The new device even permits Upset Recovery, BUSS and Predictive Windshear to be included in its training sessions too.

CAAi Launch 2015 Training Course Schedule CAA International (CAAi) has announced their new open-access training course dates for 2015.

Taking place in the UK (London Gatwick, Manchester), Singapore and Malaysia, the schedule covers a wide range of specialisations including Safety and Risk Management; Design Production and Maintenance; Airport, Air Traffic and Airspace; and Regulation Compliance and Monitoring.

Developed by UK CAA Regulators in accordance with ICAO and EASA standards, the courses will provide aviation professionals at all levels with effective knowledge transfer in aviation regulation, oversight and compliance monitoring.

With new dates and titles being regularly added, please visit www.caainternational.com/traning2015 or email training@caainternational.com 44

CAT MAGAZINE 6.2014

HELICOPTER

FLIGHT SIMULATOR

Helicopter Training Center to Open in Spain

New A320 FFS in Miami

Bell Helicopter and TRU Simulation + Training are collaborating to open the first Bell Helicopter training center in Valencia, Spain. The companies are targeting the facility to be operational in the first quarter of 2016 with the Bell 429 as the initial training platform. Training will be conducted via a full flight simulator (FFS) designed and produced by TRU Simulation + Training.

The new training center will be

located at the Textron Aviation Service Center in Valencia. The 89,000 sq. ft. facility has 64,000 sq. ft. of hangar space, a three-floor office layout and back-shop capabilities for servicing Beechcraft, Citation and Hawker aircraft. The Bell 429 FFS will be certified to Level D FAA and EASA/JAA requirements. TRU Simulation + Training will employ its new ODYSSEY™ H FFS design, developed especially for helicopter pilots.

SOFTWARE

CABIN CREW

Training Solutions

New Courses

CPaT Global LLC has won a number of contracts with American Flyers, Nordwind Airlines and VIM Airlines to provide a variety of training programs.

American Flyers based in Addison, Texas, will be using CPaT’s B737NG Systems Initial and Recurrent Training Programs, Learning Management System (LMS), CPaT Mobile iPad App, Custom Livery, General Subjects, and Custom Exams.

Nordwind Airlines, based in Moscow, Russia has signed a contract for A320, B737NG, B757, B767 and B777 aircraft systems training programs. CPaT Global will provide VIM Airlines with its A319/320/321, B737CL, B737NG, B757, B767, and EMB190 systems training programs.

Aviation Australia is expanding its six week flight attendant courses to include Sydney and Melbourne in January 2015.

The courses are currently run in Brisbane.

The Aviation Australia flight attendant course aims to equip participants with the comprehensive knowledge, skills, values and experience that international and domestic airlines seek when recruiting suitable candidates. The courses have been developed by cabin crew experts in conjunction with Australian and international airlines. They provide students with extensive theoretical knowledge, hands-on skills, values and experience to ensure they are well-equipped to embark on their future career.

Airbus Training Center (ATC) in Miami, Florida has integrated a new A320 full flight simulator (FFS). Produced by FlightSafety International, the A320 FFS received level D qualification from the FAA and is ready to provide training on CFM and IAE engines as well as the Honeywell Flight Management Guidance Computer (FMGC). This is the Miami Training Center's first FlightSafety simulator and complements two A330/A340 and three A320 full flight simulators.

ARRIVALS & DEPARTURES

Advanced Aircrew Academy Jim Weaver is the new director of Instructional Design at Advanced Aircrew Academy.

Jim comes to Advanced Aircrew Academy from Flight Options, where he was the director of Operations. He brings vast experience in aviation education and managing business aviation aircraft to the team. Jim replaces Dan Boedigheimer, who has been promoted to the vice president of Operations at Aircrew Advanced Academy.

EUROPEAN PILOT SELECTION & TRAINING is able to offer airlines and training organization customers a complete training solution with a philosophy that is unique in the industry. EPST has an excellent reputation when it comes to quality: independent surveys run by pilot unions metrics reveal EPST has the highest score when it comes to successful pilot placement. This is achieved by a unique combination of the Ab Initio and the Airline Jet Foundation Course using experienced line captains and fixed based type specific B737-NG and A320 platforms.

Experts in: ✈ Cadet Selection (founders of COMPASS®) ✈ Airline Jet Foundation Course ✈ Pilot Selection and Recruitment ✈ Sourcing & Resourcing

“A PROVIDER OF PROVEN SOLUTIONS THAT LEAD TO MAJOR IMPROVEMENTS”

Aviation Organization (ATO) ✈ EASA JAA/EASA TypeTraining Rating Training Organization NL-ATO-37 (TRTO) NL-TRTO-37 ✈ EASA-FSTD JAR/EASA-FSTD operator and B737NG) operator (A320(A320 and B737NG)

For more info visit: WWW.EPST.COM or call : +31 30 238 32 32

‘a Passion for Excellence’ CAT MAGAZINE 6.2014

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TRAINING CENTRE

New Training Centre In Bangkok Pan Am International Flight Training Center, together with All Nippon Airways, Nok Air, and Assumption University have announced the opening of a new flight training center located on Assumption's Suvarnabhumi Campus in Bangkok, Thailand.

Pan Am International Flight Training Center - Thailand will serve the training needs of individuals, airlines and countries in the Asia Pacific region and will help meet the ever-increasing demand for qualified pilots there. The training center is taking immediate booking on the Airbus A320 Level D full motion flight simulator, and will be installing a Boeing 737NG Level D simulator in the first quarter of 2015, soon followed by two additional full motion simulators in 2016. The center also houses classrooms, conference rooms, briefing rooms, and an Airbus A320 multifunctional training device for systems and procedural product training.

MAINTENANCE

New Generation of Aircraft Mechanics FL Technics Training plans to launch a basic technical training course in January 2015 at its Lithuanian study centres in Vilnius and Kaunas that will teach students how to perform comprehensive aircraft maintenance in accordance with European Aviation Safety Agency (EASA) requirements. The 36-month training program will cover all the basic courses required to become qualified as an aircraft mechanic. After successful completion of the training, students will be given an opportunity to join the international team of FL Technics and work at one of the company’s aircraft maintenance centres in Lithuania, as well as throughout its Line Maintenance network across Europe, the CIS and Asia-Pacific.

ARRIVALS & DEPARTURES

CTC Aviation CTC Aviation has appointed Tom Lippincott as chief operating officer (USA). Mr. Lippincott has an extensive background in military, commercial airline and general aviation operations, as well as aircraft maintenance and sales and has a deep knowledge of international business and cultures. Tom will be based at CTC Aviation's Crew Training Centre - Phoenix and is focussing upon both leading the team there, and developing the company's US operations to service both existing and new high growth markets.

FLIGHT SIMULATORS

B787 FFS for ANA L-3 Link Simulation & Training's (L-3 Link) UK-based operation has been awarded a contract by All Nippon Airways (ANA) to build and deliver a Boeing 787 full flight simulator (FFS) and an associated flight training device (FTD). The training devices, based on L-3 Link’s RealitySeven™ simulation solution, will be installed at ANA’s Tokyo, Japan training facility and be ready for training during the fourth quarter of 2015.

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FLIGHT SIMULATORS

SOFTWARE

Simulator Contracts FFS CAE has signed a series of training solutions contracts worth more than C$300 million. Abu Dhabi Aviation (ADA) has purchased a Level D Bell 412EP helicopter full flight simulator (FFS) as well as training centre operations services under a multi-year agreement. The simulator features CAE’s roll-on/roll-off cockpit design, which enables cockpits representing various helicopter types to be used in the simulator. When a cockpit is not used in the FFS, it will be used as a fixed-base flight training device for systems procedures and maintenance training.

CAE Oxford Aviation Academy (CAA OAA) has signed a contract with Air Algérie to train 200 new cadets for the airline over the next four years on an Airline Transport Pilot License (ATPL) programme. The training will be delivered in Oxford, UK and Phoenix, USA. Cadets will be selected jointly by Air Algérie and CAE OAA’s assessment centre.

SEFTC, the training centre subsidiary

of China Eastern Airlines, will take delivery of five CAE 7000XR Series Level D FFSs equipped with CAE Tropos-6000XR third-generation visual systems, as well as two integrated procedures trainers (IPTs). An A330 FFS and one A320 IPT will be delivered in July 2015 to SEFTC at its facilities at Shanghai Pudong Waigaoqiao Free Trade Zone in China. One A320NEO FFS and one A320 IPT will be delivered in December 2017. The other two A320NEO FFSs will be delivered at a later date. A B737-700 FFS will be delivered in December 2015 to SEFTC’s new training centre in Kunming, China. With the delivery of these simulators, SEFTC and China Eastern will be operating 23 CAE-built FFSs. Other contracts signed included an A320 FFS and B737NG FFS for an undisclosed airline in North America, an A330 FFS for a customer in Asia, B737NG training services for an airline in the Americas, and simulator update services for a series of customers.

PILOT TRAINING

Pilot Pathway Program Empire Airlines and CommutAir have signed on to Aerosim Flight Academy’s Airline Pilot Pathway Program to help secure qualified pilots. The Pathway Program ensures graduates have immediate

access to professional careers with its dedicated screening and selection process that is followed by flight training and certification preparation at Aerosim Flight Academy’s Sanford, Florida campus.

Worlddidac Award for Excellence in Education Link & Learn Aviation Training GmbH has received a 2014 Worlddidac Award for excellence for the multimedia-based system Basic Training for Aviation Maintenance Engineers. This courseware was developed according to EASA regulations in co-operation with Swiss Aircraft Maintenance Association (SAMA) who proposed the multimedia-based training system for the award.

The Worlddidac Award is the most recognized prize in the education sector and an internationally recognised distinction for educational resources. It is presented every two years to innovative and pedagogically valuable products showing the latest trends in education and the highest potential to improve learning and teac–hing.

"The recognition of excellence from the Worlddidac Foundation with its rigorous selection process is a real honor," said Franz Meier, director of the Swiss Aircraft Maintenance Association. SAMA has been the cooperation partner of Link & Learn Aviation Training GmbH who both commissioned infoWERK Medien & Technik GmbH for the development of the award-winning EASA Part 66 Blended learning software.

CAT MAGAZINE 6.2014

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World News & Analysis PILOT TRAINING

Aerospace Specialists Honoured at RAeS Awards On Wednesday 5th November, senior aviation leaders assembled at the Royal Aeronautical Society in London to honour aerospace professionals for achievements within their specialist field of expertise. The International Committee for Aviation Training in Extended Envelopes (ICATEE) was awarded a Specialist Team Bronze Award for the Committee's exhaustive work in addressing the challenge of reducing the number of loss of control in flight accidents and in developing a strategy for the definition of structured, standardised and validated Upset Prevention and Recovery

Training (UPRT). Co-chairman Dr. Sunjoo Advani FRAeS of IDT and the Royal Aeronautical Society's Flight Simulation Group commented: "It is indeed an honour for ICATEE to be recognised for its accomplishments to date in reducing and preventing Loss-of-Control accidents. With our team, we provided the content for improved training to ICAO and to industry. EASA rule making is well under way to integrate our work into practice and, even prior to rules, several airlines around the globe have embarked upon Upset Prevention and Recovery Training."

COMPANY NEWS

CABIN CREW

Joint Venture

A320 Cabin Trainer Contract

CAE has signed a historic joint venture agreement (JV) with Japan Airlines (JAL) to provide flight crew training services across Northeast Asia, excluding China.

Once the training services agreement is signed on March 31, 2015, Japan Airlines will conduct all its training at the CAEJAL Joint Venture starting in April 2015.

This JV will also include training services for third party customers currently training with CAE in Northeast Asia. The equally-owned JV will initially be comprised of JAL's existing training centre located in Tokyo, as well as CAE's training centre in Northeast Asia.

Flywings Aviation Group, a joint venture with Sim Industries B.V. based in Delhi, has awarded a contract to Spatial Composite Solutions, the U.A.E. based manufacturer of cabin crew training equipment.

Under the contract, Spatial will design and manufacture an A320 cabin crew evacuation trainer for installation at Flywings Flight Academy in Gurgaon near Delhi, India.

FLIGHT SIMULATOR

FFS for Copa Airlines TRU Simulation + Training has signed an agreement with Copa Airlines to provide a Boeing 737NG full flight simulator (FFS) plus two cockpit procedures trainers that will be used for pilot training. TRU Simulation + Training will install the training devices at the Copa Training Center in Panama City during the first half of 2015.

The Boeing 737NG FFS features TRU Simulation + Training's visual display system with an electric motion system from Moog. This new simulator will showcase enhanced functionality, such as iPad capabilities within the Instructor Operating Station.

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Flywings, who operate B737and A320 full flight simulators, will now offer SEP training for cabin crew on what is believed to be the first A320 cabin emergency evacuation trainer in northern India. Preparations are underway at Flywings to install a B737 door trainer at the same venue, which will enable the airline to cater for the growing number of LCC operators in the Indian subcontinent.

HELICOPTER

TRAINING CENTRE

First Civil Helicopter FFS in Australia

Global Upset Training

Thales Australia and CareFlight Group are set to launch Australia's first AW139 civil helicopter training centre. Thales' Reality H full flight simulator (FFS) will serve the training requirements of CareFlight and other AW139 operators in Australia and beyond. Fully compliant with CASA FFS level D certification requirements and fitted with the latest Hexaline electric motion system, the FFS will support Type Rating, Instrument Rating (IR) and recurrent training, along with tailor-made mission courses. The FFS will be located at CareFlight Group's aeromedical training academy, which is based at the Brisbane International Airport in state-of-the-art facilities provided in conjunction with Aviation Australia.

The AW139 Reality H level D FFS is currently under construction, and will be operational in 2016.

Aviation Performance Solutions (APS) has announced the opening of its fourth worldwide training location in Riyadh, Saudi Arabia. This announcement places APS training locations across three continents in the northern hemisphere. The Saudi Aviation Flight Academy (SAFA) already has its new Extra 330LX on-site in Riyadh and their primary APS UPRT instructor, Mr. David Radford, has completed the 6-week APS On-airplane Upset Instructor Train-the-Trainer program in Arizona. SAFA Professional Pilot UPRT services started on 16 November 2014.

Mr. Radford is the former Chief of Flight Safety and Standardization Director from Training Squadron SIX in Milton, Florida and former Chief of Navy Air Training in Corpus Christi, Texas with several thousand hours of all-attitude maneuvering experience.

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World News & Analysis TRAINING SERVICES

Delivering Global Leadership Dublin City University (DCU) and daa International are to establish the Dublin Aviation Institute, a new joint venture designed to deliver global leadership in aviation education and research. Based at Dublin Airport and DCU, the Dublin Aviation Institute will work closely with industry partners to support the growth of the sector and the increasing professionalisation of its workforce.

The Dublin Aviation Institute will enable students to experience a unique combination of academic excellence and a live airport environment, which will enhance and complement their overall learning experience. The new facility will deliver a comprehensive suite of programmes and courses across the entire spectrum of the aviation industry, from professional standards/ compliance training based on international standards, to fully accredited degree programmes at both undergraduate and postgraduate levels.

PILOT TRAINING

PILOT & MAINTENANCE

COMPANY NEWS

Training Agreement

Bombardier Global Express Training

Acquisition

FSTC (Flight Simulation Technique Centre) has signed an agreement with TataSingapore Airlines to train their pilots.

FSTC's facility is already being used by airlines such as SpiceJet, IndiGo, Jet Airways and JetLite to train their pilots.

FSTC also recently received EASA approval for its Airbus A320 simulator, making it the only pilot training centre in the region to have this approval. With the EASA approval in place, FSTC is also targeting several international airlines and pilots to use their training facilities.

The training centre plans to install six full flight simulators in three stages over a period of the next 18 months. FSTC is also providing cabin emergency evacuation training.

CAE is now offering Bombardier Global Express and Global Express XRS pilot and maintenance training programs in its New York Center located in Morristown, New Jersey. The training program, part of CAE's Authorized Training Provider agreement with Bombardier, features a new CAE-built simulator that has been qualified to level D standards by the Federal Aviation Administration (FAA) and by Transport Canada. It is hoped to be certified by Brazil's Agência Nacional de Aviação Civil (ANAC) at the end of November. The program supports both the Bombardier Global Express and Global Express XRS models.

Resource Group has announced its acquisition of Symbiotics Ltd., specialists in human performance enhancement that provide organisations with the training methods and tools required to help people excel.

Symbiotics have developed a suite of human performance enhancement assessment and training systems, including the ADAPT system which provides a blended assessment of a pilots' physical and cognitive ability, personality, skills and behaviour.

Nikki Heath and Les Garside-Beattie, Symbiotics' founding owner will both be staying with the business, Nikki will continue as managing director and Les as Business Development consultant.

PILOT TRAINING

Gulfstream UPRT Training FlightSafety International has introduced a new Upset Prevention and Recovery Training (UPRT) course for Gulfstream GV and G550 pilots. The course is offered at FlightSafety's Learning Center in Savannah, Georgia. In order to attend pilots must be type rated in the aircraft.

"The new aerodynamic model we developed and incorporated into the Gulfstream G550 simulator enables pilots to experience and recover from full aerodynamic stalls and over-speed conditions in a safe and controlled environment," said John Van Maren, 50

CAT MAGAZINE 6.2014

vice president, Simulation. "The model was created with actual aircraft flight test data and validated by test pilots to perform like the actual aircraft."

The classroom portion of the course includes low and high speed aerodynamics, stability and control, aircraft performance and upset recovery techniques. Once in the simulator, pilots will learn to recognize, experience and recover from full aerodynamic stall. They will then learn to recover from flights in over-speed conditions.

MAINTENANCE

COMPANY NEWS

ATC TRAINING

EASA Helicopter Turbine Course

Capital Injection

Expanding Simulator Portfolio

The Air New Zealand Aviation Institute continues to add to its integrated and innovative approach to delivering its basic aircraft maintenance courses, by incorporating a category B1.3 strand outcome to its popular EASA basic training course. Already approved as an EASA 147 training organisation for B1.1 and B2 strands, the Aviation Institute has added the turbine helicopter strand to its list of approved capabilities. This additional strand will allow students and sponsors to elect in their 2nd year of study, 1 of 3 options to complete their approved EASA course and New Zealand Diploma in Aeronautical Engineering.

Singapore Technologies Engineering Ltd.’s (ST Engineering) aerospace arm Singapore Technologies Aerospace Ltd (ST Aerospace), through its wholly owned subsidiary ST Aerospace Engineering Pte Ltd (STA Engineering), has injected US$4.87m (S$6.2m) into the capital of its wholly owned subsidiary, ST Aerospace Academy Pte Ltd (STAA). This will bring STA Engineering's total equity investment in STAA to US$12.98m (approximately S$17.6m). The capital injection affirms ST Engineering's confidence in the commercial pilot training business and the continued investments to grow its pilot training capacity and capabilities to support the rising demand globally.

Airways New Zealand has increased its number of Total Control training simulators in preparation for a new group of air traffic control trainees from Hong Kong.

The students, from HKIA Staff Services Ltd. (HKIASSL) will also complete a private pilot's licence qualification, which is a requirement for air traffic controllers in Hong Kong.

The HKIASSL students were selected earlier this year through Airways' SureSelect recruitment methodology. SureSelect is a competency-based programme developed by Airways and used by HKIASSL to enhance its annual air traffic controller selection process.

TRAINING CENTRE

Learning Center in Abu Dhabi FlightSafety International and Abu Dhabi Aviation have signed a Memorandum of Understanding to establish a world-class Learning Center in Abu Dhabi. The first phase of the Learning Center is scheduled to open in September 2015. It will accommodate eight full flight simulators and feature classrooms

equipped with advanced technology training systems. The Center will offer training for a wide variety of helicopters and fixed-wing aircraft. Phase two will increase the overall size of the complex by 6,800 square meters, and the number of flight simulators to 17.

The Civil Full Flight Simulator Census The online Civil Full Flight Simulator Census covers over 1450 simulators and now shows even more data including: • Owner • Location • Aircraft type/family • Engines • Manufacturers (simulator, visuals, motion platform) • Image generator • Display windows • Display field of view • Motion system • Qualification level • Approval authority • Contact details

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halldale.com/sim-census CAT MAGAZINE 6.2014

51

World News & Analysis FLIGHT SIMULATOR

TRAINING SERVICES

FLIGHT SIMULATOR

Integrating OFP Emulator

Resilience Engineering, ATQP & Crew Self-Service

Embraer FFS Enters Service

ZedaSoft, Inc. has integrated the Garmin OFP emulator (G1000) with the FAA's Advanced General Aviation Research Widerøe, the largest regional airline in Simulator (AGARS) running ZedaSoft's Scandinavia, has opted for PRODEFIS Flight Operations Conference CBA® for Simulation software frameTPMS and PRODEFIS E-FILE. TPMS is an work. The Garmin (G1000) emulator all-in-one IT solution for airlines applying runs the Garmin cockpit operational THE FLIGHT OPERATIONS evidence-based training (EBT), compeflight program (OFP) software on a sintency-based training (CBT), AQP and MANAGER IN THE 21ST CENTURY gle Windows computer and drives two ATQP. E-FILE is a system for Crew SelfTHE TRANSITION COCKPIT of the HOW threeSHOULD touch screens present inFROM the THEService adTO Electronic Personnel Files.

THE OFFICE BE MADE? AGARS reconfigurable cockpit. The OFP Captain Endre Berntzen, head of LONDON / 17 -a18 MARCHof 2015 emulator provides number network Training, explained Widerøe's deciIn most management sockets to simulate the roles various aircraft sion: "Prodefis does not only provide there is a career progression buses that utilized in their system. a strong tool for making our operation prepares the manager ZedaSoft CBA plug-ins to more efficient, they also deliver support for eachdeveloped new role. However, in the the caseAir of flight simulate Dataoperations Computer (ADC), to business in the ATQP process, which management, a pilot is often Attitude Heading Reference System has been very helpful. Widerøe is implepromoted straight from the (AHRS)cockpit and with other Garmin subsystems menting resilience engineering in a new no applicable training. as theyexperience would beordriven in a real aircraft. linecheck concept and TPMS helps us This effort also integrated the existachieve the goals we have set in the proThis conference will provide ing AGARS autopilot and control loader ject. We were looking for an all inclusive current and future flight operations managers with the Garmin flight control systems with package and Prodefis has delivered secrealfunctions. tools and methods to take autopilot ond to none." away and use.

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CAT MAGAZINE 6.2014

FlightSafety International’s new Embraer Legacy 500 full flight simulator will enter service at the company’s Learning Center in St. Louis, Missouri. The simulator is expected to be qualified by the US Federal Aviation Administration and the European Aviation Safety Agency prior to the end of October. It has also received interim Level C qualification from the National Civil Aviation Agency of Brazil.

Training for pilots was scheduled to begin in November. FlightSafety instructors will provide initial and recurrent training using the new simulator and other advanced technology training devices. Training for aircraft maintenance technicians will be offered in the first quarter of 2015. FlightSafety will develop the additional maintenance training courses technicians will require to support the aircraft over time, and plans to include its Master Technician Program.

PILOT TRAINING

New Course Structure Studying for the ATPL Theory Exams presents many challenges for student pilots. Those combining study with full-time work are particularly challenged. Bristol Groundschool has been listening to their students and has come up with an innovative solution to better serve the needs of a varied student population.

Alex Whittingham, managing director and head of Training at Bristol Groundschool said, "We've been running our present course structure for 21 years and are cautious about changing a winning formula. It is clear though that there is no structure that will be ideal for all students, so we are making a change which increases flexibility and distributes the workload better. The idea is to have a core course which serves the purpose of reducing the length of time students need to take off work to complete the brush-up courses and sit the exams, as well as providing additional and targeted classroom based tuition for those who feel they would benefit from more help."

The change involves switching from a two-module to a threemodule arrangement, and reducing the length of the mandatory brush-up courses from 2 x 2 weeks to 3 x 1 weeks as well as introducing optional 'Accelerator Weekends'.

Alex Whittingham continued, "The Accelerator Weekends are key to this change. They are designed to help students who need additional support with understanding of the course material. They will concentrate on the more challenging subjects and are designed for students to attend mid-way through, rather than at the end of their studies. We will make the first six days (three weekends) available to our students free of charge."

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COMPANY NEWS

Optimization Solution Merlot.aero and BoldIQ are to work together to address and solve an airline industry critical and ongoing issue - optimized planning and irregular operations.

Merlot.aero provides airlines with an integrated operations management system that allows management of everything from crew planning and payroll to aircraft tracking and following. BoldIQ provides real-time operational optimization software. The two companies have agreed to work together to bring the global airline industry a new level of real-time operational planning and disruption recovery.

Unlike conventional planning optimization systems, the Merlot.aero solution will have the BoldIQ operational optimization engine built into the regular operations platform. This means that when a change or disruption occurs, the optimization will take into account all elements currently in the system and provide an integrated actionable solution to the airline within seconds that meets the needs of the passengers, crew, and airline as a whole.

TRAINING SERVICES

Falcon 8X Training Provider FlightSafety International has been selected by Dassault as the factory authorized training provider for the new Falcon 8X aircraft. FlightSafety’s simulation engineers and courseware developers will work with Dassault to ensure the full flight simulators and training programs meet the specific needs of the pilots, maintenance technicians and flight attendants who will operate and support the Falcon 8X. FlightSafety will initially design and manufacture two full flight simulators for the Falcon 8X. The first will be installed in FlightSafety’s Learning Center in Teterboro, New Jersey and the second will be installed at FlightSafety’s Learning Center in Paris. The simulators will be qualified to Level D and be approved for training by the European Aviation Safety Agency and the US Federal Aviation Administration.

Qualification by other regulatory agencies around the world will be applied for and obtained according to customer needs.

CAT Magazine is available in printed format and online, and is published in 6 issues per year.

CAT, The Journal for Civil Aviation Training, is the world’s leading airline simulation and training magazine. CAT showcases the latest and most effective training practices for pilots, cabin crew and maintainers throughout the civil airline training industry.

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53

World News & Analysis FLIGHT SIMULATOR

Index of Ads

Embraer FFS Enters Service FlightSafety International’s new Embraer Legacy 500 full flight simulator will enter service at the company’s Learning Center in St. Louis, Missouri. The simulator is expected to be qualified by the US Federal Aviation Administration and the European Aviation Safety Agency prior to the end of October. It has also received interim Level C qualification from the National Civil Aviation Agency of Brazil.

Training for pilots was scheduled to

begin in November. FlightSafety instructors will provide initial and recurrent training using the new simulator and other advanced technology training devices.

Training for aircraft maintenance technicians will be offered in the first quarter of 2015. FlightSafety will develop the additional maintenance training courses technicians will require to support the aircraft over time, and plans to include its Master Technician Program.

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Calendar Airline simulation & training events organised by Halldale Group and CAT Magazine 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 3-4 November 2015 EATS 2015 – European Airline Training Symposium Hilton Bomonti Hotel & Conference Centre, Istanbul, Turkey www.halldale.com/eats

Other simulation & training events 17-18 February 2015 1st International Human Factors Conference by Lufthansa Flight Training Frankfurt, Germany www.human-factors-conference.com

FLIGHT SIMULATORS

CAE

Level D Certifications

www.cae.com OBC

L-3 Link Simulation & Training's (L-3 Link) Crawley, UK-based operation has been awarded Level D certifications from the Civil Aviation Administration of China (CAAC) on two Airbus A320 full flight simulators (FFS). The simulators were delivered to Spring Airlines' training center at Shanghai Pudong International Airport, China. An additional A320 Airbus Pilot Transition Trainer, used to support procedural instruction, entered service at the beginning of July.

Both of the FFSs use L-3 Link UK's modular RealitySeven™ simulation architecture, leveraging commercialoff-the-shelf capabilities to reduce a trainer's life-cycle costs. In addition, the RealitySeven solutions for each FFS include digital electrical control loading and electric-hydraulic motion systems that reduce power consumption and provide high trainer availability.

www.halldale.com/cat 53

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CAT MAGAZINE 6.2014

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