CAT Magazine - Issue 6/2010

The Journal for civil aviaTion Training

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Airline TrAining Profile

Turkish Airlines – Continuous GrowthShow rePorT

EATS 2010 – The Conference Moves EastleADerShiP TrAining

Leadership Skills of the Airline Captain

PiloT TrAining

IFTC Makes Its Mark

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Editorial Comment

CAT MAGAZINE • ISSUE 6/2010 03

Chris Lehmaneditor in Chief, CAt [email protected]

of Pilot training and 800 Pound Gorillasthroughout this pAst summer And fALL, the eyes of the aviation training industry have been set on the machinations surrounding the Airline safety and fAA extension Act of 2010, passed by Congress as hr 5900. the fAA has three years to publish a new rule for pilot standards and hiring minimums for f/o’s in airline operations.

Both the industry and public press has been focussed on the contentious 1,500 hour and Airline transport rating requirement for hiring f/o’s in part 121 operations, and specifically, whether academic credit from aviation universities can substitute for some of that total. As discussed in detail in this issue of CAt, an aviation rulemaking committee or ArC was set up to develop recommendations for the notice of proposed rulemaking (nprm). the ArC was composed of regulators and a broad swath of user and industry groups, which by defini-tion, did not always agree with each other. But the ArC’s report with its recommendations has now been submitted and the result would appear to have been worth the effort.

A new class of license for f/o’s or second in command (siC), referred to as Atp-siC, would permit qualification in as little as 500 hours, through a highly structured training program combined with academic rigour and a type rating on the aircraft. the training and experience proposed for the new siC license outlines new requirements for multi-pilot, and multi-engine turbine aircraft. these recommendations were partially driven by a detailed study of pilot hiring and training records maintained by numerous air carriers. While there isn’t enough space here to summarise the great variation of opinion from within the ArC – and certainly the community at large – it is most encouraging that actual data appears to have been injected into the thought process, not just opinion from politicians, the public, or forgive me – family members of the surviving passengers. But let me clearly state that this latter group should receive nothing other than respect and empathy from all industry players.

As we have watched this drama play out over past months, many of us have been concerned that a massive increase in f/o experience levels, arbitrarily arrived at, would be a disaster for an industry already facing a retirement time bomb, declining new training starts, and huge industry expansion. the impact on the aeronautical universities in the us would also be enormous, as graduates would not be able to seek airline employment without first finding the money for significant additional training. And ironically there would be no guarantee of any safety improvement with a 1500 hour Atp as a condition for f/o hiring. to this day, there remains no hard data that correlates f/o experience with regional airline accidents. of the recent us regional airline accidents where the f/o was flying the aircraft, he or she had an Atp, or at least 2,000 hours, or both.

While we are encouraged at the siC development, the 800 pound gorilla in the room is the high cost of flight training and the fact that funding for pilot training is virtually non-existent, regardless of geographic location. government-backed loans have all but disappeared and the recent financial crisis has further mitigated the availability of funding for aspiring pilots. And it should be remembered that regardless of the final form of the new us rule, the addi-tional flight hours and training will increase the funding burden for aspiring pilots.

the British Airline pilots’ Association (BALpA) recently warned that the shortage of training funding will exacerbate the looming pilot shortage, and lamented the disappearance of airline sponsorships. BALpA estimates that initial training now costs up to £100,000, with a further £35,000 needed to pay for a type rating on a jet transport category aircraft.

in mid december Aerosim will host a us pilot training funding Crisis symposium and CAt will report on the results with great interest. training funding is truly the 800 pound gorilla in the room and it is encouraging to see the industry take the first steps to stare it down.

safe travels,

Chris Lehman • CAt editor in Chief

Editorial

Editor-in-Chief: Chris Lehman[e] [email protected]

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03 Editorial CommEntof Pilot training and 800 Pound Gorillas. editor in Chief Chris Lehman considers the regulatory change impacting us pilot training, but points out that the more fundamental issue is the availability of training funding.

06 airlinE training ProfilEturkish airlines – Continuous Growth. With state of the art aviation training infrastructure, including modern flight and cabin simulators, Chris Long visits turkish Airlines.

10 flight training rEgulationraising the Bar. the us Congress has passed the Airline safety and federal Aviation Administration extension Act of 2010 (hr 5900), but what impact will the new rules have in the current environment?

14 training tEChnologydeployment of elearning. Computerised training in the aviation industry has made it much easier to take advantage of the potential benefits of eLearning.

16 intErViEWPilot aptitude testing – the New iata Pat-Manual. Captain hartmut fabisch interviews Captain dieter harms, about the outcome of an iAtA task force.

19 lEadErShiP trainingleadership Skills of the airline Captain. While the captain is generally recognized as the leader in an airline crew, the concept of leadership skills in an aviation context is poorly understood.

22 airlinE training ProfilEthe Southwest Way. southwest Airlines training is tied into the company’s corporate culture and leadership expectations, and promotes a friendly, family-orientated approach that stresses strong leadership qualities.

24 training tEChnologyVisual Challenges. Better weather and ground traffic representation are the next challenge for visual systems providers.

28 Pilot trainingiFtC Makes its Mark. iftC istanbul was established in december 2006, with the goal to meet the growing demand for aviation training in the region.

30 ShoW rEPortEatS 2010 – the Conference Moves East. the 2010 european Airline training symposium (eAts) took place in istanbul, turkey, and more than 450 delegates benefited from the expert views expressed during the conference.

32 ConfErEnCE rEPortFlight Simulator Engineering & Maintenance Conference. CAt attended the flight simulation engineering maintenance Conference (fsemC), held in late september in Brighton, uK.

34 ConfErEnCE rEPortthe Global Market Place: the Challenges For Flight Crew training. ian strachan reports from the royal Aeronautical society’s annual flight Crew training Conference.

35 nEWSanalysis and Seen & Heard. updates from the global training and simulation community, compiled and edited by the CAt editorial team.


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Turkish Airlines – Continuous GrowthConferenCe rePorT

EATS 2010 – The Conference Moves EastleADerSHiP TrAining


PiloT TrAining

IFTC Makes Its Mark

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06 CAT MAGAZINE • ISSUE 6/2010

An airline which is the national flag carrier not only has the safe and efficient operation of its fleet

as the primary goal, but must also recognise the responsibility of representing its country in the best

possible light. Chris Long visits Turkish Airlines.

The pride that Turkish Air-lines (THY) takes in this role is very evident, and with that

comes the desire to strive for the abso-lutes of safety and customer satisfaction – not an easy path to follow, but one that brings its own rewards.

With roots that go back to 1933 when Turkish Airlines was created in an initia-tive originating from the revered Turkish father-figure of Mustafa Kemal Atatürk, it has been a significant presence in both the region and further afield. Throughout that time span its route structure has grown in range and capability in tune

ContinuousGrow

th

earlier this year Turkish Airlines finalized an

order for 20 Next-Generation 737s including

10 737-800s and 10 737-900er (above).

image credit: Boeing.


ContinuousGrow

thwith the growth in aviation. As Captain Menderes Çakıcı, Director of Training at THY, told the delegates at the recent eATS event held in istanbul, the dream of flight has long existed in Turkey. That early start as a national airline was also echoed in the signing up to emerging iCAo in 1956. By its very nature the vision of aviation goes beyond national borders, and the expansion into a global route structure, which now encompasses over 140 international and 35 domestic destinations, shows how THY has kept pace with that vision. Özlem Deniz, Mar-keting Chief, is quick to point out that THY is “one of the fastest growing airline companies of europe, and is now the 4th largest network carrier in europe”.

The airline serves both regional and long-haul needs, but it is indicative of cur-rent plans that deliveries throughout next year will be primarily of additional wide body aircraft – an impressive fleet build up to a total of 175 by the end of 2011, and 186 by the end of 2012. The present flight deck crew numbers of some 1900 will naturally need to increase, as will the total of over 5000 cabin crew. All of this means, of course, that the training task will con-tinue to build, so the focus is how to man-age this challenge. one indicator of the way that the task is being tackled is that until three years ago there were exclu-sively Turkish pilots operating within THY, many of whom were female, but since that time pilots from other nation-alities can now be employed. This was not only to address the pilot numbers, but also, by selecting experienced pilots, to reinforce experience levels and to ben-efit from the cross-fertilisation of other forms of approach to flight operations. By the same token, the integration into the Star Alliance has not only given the com-mercial benefits of hugely extending the route structure, but also allowed the shar-ing of best practice in operating methods and training. A final consideration is that historically THY has recruited a large pro-portion of its pilots from those who are ex-military, and as many airlines are aware, the skills sets are not identical, and train-ing to adapt to the requirements of civil aircraft operation can present challenges. However, in parallel with the recruiting of ex-military and external pilots, THY has for a considerable time run a cadet pilot recruiting and training system. This long term view is now bearing fruit, with the first of those who started as cadets now

taking up significant and critical roles within THY. one example of this policy is on the A320 fleet, where Captain Bahadır erdurak is the fleet Type Chief; what that means is there is now a team of manage-ment pilots coming on line who have been trained right from the start of their careers to match the standards, culture and requirements of THY and therefore can cascade those principles throughout the fleet.

Training CentreAs Çakıcı recognises, the overall training task in Turkey is big and still growing – there are some 17 airlines in the country; 14 of them are TrTos, and there are also 15 fTos. As the flag carrier it is appropri-ate for THY to run it's own training facil-ity, and the Turkish Airlines flight Train-ing Centre at the Atatürk international Airport groups together the relevant training disciplines. The Turkish DGCA oversees and approves all the training, however it is largely based on the eASA model so that, for instance, recent addi-tions to the ffS pool have also been approved by the french DGAC or the UK CAA. There has been considerable energy put into this centre throughout 2010, the initial step being the appoint-ment in January of Çakıcı himself, who has organised significant change and investment as part of an ongoing proc-ess. The plan is, that by 2013 THY will be able to provide all of its training needs from internal sources. in 2010 four extra ffSs have been added and the growth is planned to continue to a total of 10. in order to maintain his declared primary goal of safety, and with the additional aim of training to assure effective commercial

operation, Çakıcı stresses that selection is key. first of all the people involved in the training loop need to be properly selected, both pilots and instructors; the equipment must be chosen to match the new technologies, and finally the meth-odologies must reflect best practice.

for each level of pilot entry to THY there are rigorous selection procedures; the cadet pilots are carefully screened, and both ex-military pilots and those from other airlines have to successfully complete a rigorous evaluation proc-ess, which includes a screening session in the simulator. Now that non-Turkish pilots can join the company there are applications from around the world and there is a constant stream of experienced pilots making their way to istanbul. one size does not fit all, and THY recognises that. To adapt to the great diversity of background of this disparate group the aim is not simply to deliver a standard course, such as a type rating, but where necessary to add to that baseline course to custom design the training to fit the needs of the individual pilot. The initial screening and a short feedback loop ensure that instructor and student alike can shape the optimum training out-come. one way of broadening the total expertise is not only to recruit instruc-tors from elsewhere, but also for some instructors to go for short periods to other training organisations, such as lufthansa

Above

The most recent ffS arrivals are the

Thales realitySeven A320 (l) and a

CAe 7000 Series B777-300er (r).

image credit: Turkish Airlines.

flight Training. Çakıcı is keen to point out that it is so important to get high quality synthetic flight instructors (Sfis) that the pay is “close to that of captains” – a big incentive.

equipmentThe training centre presently houses six ffSs (see table 1) and the rJ ffS will be removed early in 2011, when its bay will welcome a new A330 ffS. The most recent arrivals are the latest itera-tions from both CAe 7000 Series (a B777-300er) and a Thales realitySeven (A320). Mechtronix is present as well, with a fNPT 2/MCC Ascent generic large jet device. All aircraft currently on the THY fleets will then be represented at the training centre. There is also support from CBT and a CAe integrated Procedures Trainer for the B737-800. New pilots will arrive at the rate of 40 per month through 2011, so not only will they require train-ing, but the constant recurrent/command and instructor training will push the task to new high volumes.

Ab initioTHY has been involved for a long time in wholly-sponsored cadet pilot training and sees it as a major source of future pilots. Historically, part of this 15 months worth of training has been carried out away from Turkey, although some of the flying is presently undertaken at Atatürk international Airport. The increasing volume of traffic there limits the cadet pilot throughput to 150 per year at the present time, so the selection of a per-manent base within Turkey is underway. The search is on for a suitable airfield in Turkey, the selection of which will enable the throughput to grow to a total of 300 cadet pilots per year. The aircraft types which have been decided upon are the Cessna 172, 10 of which have already been delivered, with a further 12 due to arrive in 2011. Twin engine flying will be carried out on the Diamond 42 and, interestingly, two Cessna Mustangs will be used for bridge or entry level Train-ing (elT). These aircraft will have a dual role, where they will serve to pro-vide technical support for Aircraft on the Ground (AoG) situations, and while doing so will be operated by the train-ing crews who will therefore be exposed to the practical operation of civil jet air-craft. This Mustang fleet will increase as the demand rises. THY has also looked

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emergency evacuation trainer (CeeT) manufactured by TfC. This device not only has motion capability, but also has functions which include door training for A330/340/320, in-flight fires/smoke and evacuation slides on both sides – one to a ground scenario, one to the swimming pool. An additional door trainer for the B777-300 er will soon be delivered. All the essential courses of disruptive pas-senger, dangerous goods, first aid, live fire training etc can be delivered at the training centre.

Total TrainingUnder its new Director of Training, THY is well on the way not only to being self-sufficient in training but to expand the scale of the third party training it is pres-ently undertaking. from a marketing per-spective Deniz states that in the period 2006-2010 some 60 airlines from within Turkey and other countries have been trained here, so it is evident that there is demand for that third party training. The recent and planned large scale invest-ment is a clear indicator of the will of THY to focus on quality training, and the declaration that safety remains the prior-ity for Çakıcı should reap its just reward in achieving not only self sufficiency for THY but also to build up the profitable provision of third party training. cat

Above

The recent large scale investment is a signal

of THY's intent to focus on quality training.

left

The centre also provides a comprehensive

range of cabin crew training.

Both images: Turkish Airlines.

Table 1: Current Full Flight Simulators

A320 ffS (Thales)

A320 ffS (Thales - realitySeven)

B737-400/500 ffS (TTSl)

B737-800 ffS (CAe)

B777-300er ffS (CAe - 7000 Series)

Avro rJ 70-100 ffS (CAe)

closely at the possibility of using Multi-Crew Pilot licence (MPl) training and at the present time is the final stages of working through formal approval from the regulator, the Turkish DGCA. it is likely that once approved this will be the preferred method of ab initio training. At the moment some 20% of pilots are not of Turkish origin but the intention is that by 2015 this level will drop to 10% and this element will all be recruited for their experience.

Cabin Crew TrainingCo-located at the training centre is both the safety and service training for cabin crew. A full range of training devices is in place to facilitate this, including a cabin

http://www.airfrance-flightacad.com

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The multi-part Airline Safety and Federal Aviation Admin-istration Extension Act of

2010 (HR 5900), which the u.s. Con-gress passed this summer, gives the Faa three years to publish a final rule strengthening training requirements for airline bound first officers. those 36 months could be some of the more time-consuming and contentious in the history of rulemaking. the heart of the debate surrounds the minimum 1,500-hour flight time requirement for F/o’s to be hired by Part 121 operations and whether academic credits could be used to lower that threshold.

Faa established the 20-member First officer Qualifications aviation Rule-making Committee (FoQ-aRC) before HR 5900 passed to develop recom-mendations for the notice for Proposed Rulemaking (nPRM). the aRC, which recently submitted its 125-page report to Faa, recommends dropping the mini-mum flight time requirement to as low as 500 hours.

training CoursesDropping the flight-time limit minimum by two-thirds surprised some in the training industry, but substituting aca-demic courses for flight hours should not. HR 5900 mandates that the total flight hours required for airline transport pilot (atP) certification “shall be at least 1,500 flight hours” and that “the administra-tor may allow specific academic train-ing courses…. to be credited toward the total flight hours required…,” wrote the aviation accreditation Board interna-tional (aaBi), an aRC member.

nevertheless, the issue has gener-ated strong opinions among aRC pan-elists, who declined to speak directly about their work on the Committee, but would comment generally on the long-time need to enhance professional pilot training.

“We need to find balance in this requirement between what is in the pub-lic interest and how we keep an industry alive to serve the public interest,” said Doug Carr, of the national Business avi-

ation association (nBaa), which served on the aRC.

aaBi maintains that empirical date contained in the 2010 Pilot source study supports its position of “experience and education in determining the ultimate qualities and competencies to be speci-fied for first officer candidates….”

even the government is skeptical on the value of just bumping up flying hours without a corresponding increase in academic study. “experience is not measured by flight time alone,” said Faa administrator J. Randolph Babbitt. “Pilots need to have quality training and experience appropriate to the mission to be ready to handle any situation they encounter.”

But others feel that industry-leaning aRC members are thwarting the basic intent of HR 5900.

Safetythe Coalition of airline Pilots association (CaPa), an aRC panelist, said lowering the congressionally mandated 1,500-hour minimum flight time requirement in the final rule could compromise safety. “You can’t tell me that by lowering the requirement to 750 hours or 500 hours will produce one-level of safety across the board,” said CaPa President Capt. Paul onorato.

Would CaPa sign off on lowering the 1,500-hour threshold, if the final rule man-dated additional flight training in specific areas, such as upset recovery training? “absolutely not,” he said. “Most of the major airlines require pilots to have sev-eral thousand hours before they’re hired as first officers. i don’t care if you have upset training or additional classroom training. it takes time and experience to build up the knowledge and judgment that you need to fly passengers.”

onorato took exception to the con-tention that much of the 1,500-hour mini-mum requirement would consist of just flying around the airport. at present, the atP requires 500 hours of cross-country time, 100 hours of night time flying and 75 hours of instrument time.

HR 5900 requires that all flight crewmembers [captain and co-pilot] have an atP within three years of its enactment. the new law also requires that first officers have appropriate multi-engine aircraft flight experience, as determined by the administrator. Further, Faa is required to strengthen

the new u.s. law strengthening training requirements for professional pilots could produce some unintended consequences. Robert W. Moorman explains.

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atP requirements. Before the law passed, only the Captain was required to have an atP.

Whether Faa decides to release the nPRM with a mandated 1,500-hour flight time minimum, or lowers the threshold by accepting academic credits, it’s reasonable to conclude that the level will significantly exceed the 250 hours minimum in the present rule. the 1,500-hour rule “flies in the face of what the rest of the world is doing,” said Paul Woessner, senior vice president for aerosim Flight academy, formerly Delta Connection academy. Woessner was referring to the iCao-approved Multi-Crew Pilots license, a more intensive performance-based form of training than the traditional approach. insist-ing on an hours-based training program does not advance the science of pilot training, some feel. “We have a system that failed in Colgan that is based pri-marily on hours and yet we are going back with the solution that does more of the same,” said William R. Voss, Presi-dent of the Flight safety Foundation (FsF), which was not an aRC member. “i support the notion that there should be a lower hour requirement in terms of hours, not competency, for pilots to come up through a targeted program.”

the aircraft owners and Pilot asso-ciation, an aRC panellist, worries that increasing pilot training requirements significantly could “discourage poten-tial pilots from entering aviation due to the increased time and expense require-ment to eventually meet the new hiring minimums.”

Proponents of the 1,500-hour mini-mum say that isn’t the point. “the role of Faa is to promote the highest standard of aviation safety — not to make rules to create jobs for a certain class of college graduates,” said gail Dunham, of the national air Disaster alliance Foundation (naDa/F), an aRC panellist, which represents the travel-ling public and survivors and family members of those killed in accidents. Raising the salaries of newly hired first officers at regional airlines, particularly, would help attract more professional pilot candidates and cut down on turn-over, Dunham said.

Experience“the new goal of 1,500 hours is up to 7.5 times more experience required than

some of the pilots had in 2008,” said Kit Darby, of KitDarby.com aviation Consult-ing. “if this requirement is implemented all at once, there will be a gap in expe-rience for new airline pilots coming into the entry level airline jobs that will take 2 to 4 years or more to fill. Plus, the cost of the additional flight experience exceeds the budget of most new pilots so it means that they need a flying job to get from where they are today to where they want to be.” on the plus side, safety should be increased due to the mandate for increased training and experience, and current airline pilots like the higher minimums because it “elevates the pro-fession,” said Darby.

the new training requirements man-date was prompted mainly by the Feb. 2009 crash of a Colgan air Bombardier Q-400 turboprop near Buffalo, n.Y., that resulted in 50 fatalities. in February 2010, Faa, as part of its Call to action to enhance airline safety following the Colgan air crash, sought recommenda-tions to improve pilot qualification and training requirements. Faa asked four basic questions from the public: should all pilots who transport passengers be required to hold an atP, which would raise the required flight hours to 1,500 hours from 250 hours? should Faa per-mit academic credit in lieu of required flight hours or experience? should Faa establish a new commercial pilot cer-tificate endorsement that would address concerns about operational experience of newly hired pilots? and would an air carrier-specific authorization on an existing pilot certificate improve safety? those questions will likely be answered in the final rule.

some aRC panelists said they want the final rule to include several hours for upset recovery training. “We continue to see a number of incidents that deal with improper crew response to an upset sit-uation in flight,” said nBaa’s Carr. “the challenge with upset recovery training is that it is best performed in an aircraft.” Carr said simulators can provide pilots with the procedures in dealing with an upset recovery, but cannot fully dupli-cate the incident.

aRC Chairman scott Foose spoke of the need to upgrade Part 61 stand-ards, which governs the certification of pilots, flight instructors and ground instructors. “What clearly needs to happen is for commercial pilots to get

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training in the environment in which they operate,” said Foose, vice presi-dent of the Regional airline associa-tion. the increased training should include operational training in a high-density environment, he said.

aRC panellist John o’Brien, for-merly with the Delta Connection acad-emy, would like the final rule to mandate cockpit resource management as well as risk assessment and risk management training. the checks and balances and coordination elements of CRM would enhance safety and further develop the first officer’s skills, said o’Brien.

the 1,500-hour minimum flight time requirement to obtain an atP rating was established many years ago when most of the u.s. commercial pilots were trained by the military. those pilots’ flight expe-riences were varied and challenging.

“today, pilots don’t face as many challenges as they did 30-years ago,” said Foose. they need additional train-ing, which is why the advanced flight and ground school training programs provided by the various training acad-emies and universities “will provide incredible value” to airline bound pilots, said Foose.

aircraft automated systems training - beyond rote memorization and famil-iarization - should also be part of the final rule because most modern commercial and high-end business and commercial aircraft are, in effect, flying computers. “there should be significant training in high performance aircraft, particularly in management of automated systems,” said FsF’s Voss.

Multi-Crew ProceduresMore should be done on multi-crew procedures as well. “What we’re seeing is layers of protection that have broken down in recent crashes,” said Voss.

atlantic southeast airlines (asa), which served on the aRC, prefers to hire pilots who graduated from structured training programs at colleges or flight schools. asa hires 75% of its pilots from these sources, according to Charlie tutt, vice president of flight operations for asa. tutt said asa expects its new pilot hires to have undergone training on tur-bine engines, operating in congested air space and adverse weather.

not to be forgotten are Faa’s sug-gestions to strengthening pilot training that might be part of the final rule. in

testimony before the u.s. House avia-tion subcommittee in February, Faa administrator Babbitt, said the agency is “looking at ways to enhance the existing process for pilot certification to identify discrete areas where an indi-vidual pilot receives and successfully completes training, thus establishing operational experience in areas such as the multi-pilot environment, exposure to icing, high altitude operations and other areas common to commercial air carrier operations. We view this option as being more targeted than merely increasing the number of total flight hours required...”

Pilot ShortageBoeing declined to comment on whether a final rule with a 1,500-hour mini-mum could exacerbate the projected pilot shortage. “i can tell you that we’re developing jet bridge programs that are customized to whatever level of experi-ence the pilot has,” said Roei ganzarski, chief customer officer, Boeing training & Flight services.

Coming up with a final rule for training airline first officers will be very challenging. the battle lines are drawn between one side that favors an hours-and-experience-based system and the other side that wants a more intensive, competency-based program with a lower minimum hour threshold. Both sides believe their method will better serve pilots and the traveling public.

lost in the argument are the notice-able differences between pilot training in the u.s. and abroad. the current iCao-backed MPl system is a refined training method that has been used worldwide for some time, say training experts. the u.s., however, continues to cling to an hours-based format. the final rule could likely be a blend of both systems.

But it seems unfair that the notion from passenger and pilot groups that this aRC, composed mostly of industry repre-sentatives, is more concerned with sav-ing money and maintaining the status quo than enhancing safety.

“i don’t think that is it at all,” said Voss. “a lot of people are discouraged with the current training methodologies and are trying to find something better. there is also the realization that there will be a shortage of pilots. so it is very impor-tant that we get better at understanding what makes a pilot work better.” cat

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Training and re-training of flight crew, ground staff, engi-neering and maintenance per-

sonnel is mandatory to the airline indus-try and in order to fulfil these statutory obligations and, likewise, to offer sophis-ticated learning opportunities, suitable systems and methods are required. This is why today, almost every airline opera-tor is involved in elearning initiatives.

AutomationA learning management system (lMS) is key to proper deployment of elearning in an organisation with lots of users and training to manage. In a nutshell, lMS is a software system that automates the administration of training events and sup-ports the management of learning in an organization. It provides the infrastructure centralising two sets of components asso-ciated with training. Firstly, Management/Administration: training programme, enrolment, certification, reporting, and secondly, learning/Teaching: learning

activity, content delivery, communication, collaboration, and assessment. The lMS market is very fragmented so customers currently have a choice between more than a hundred products.

Additionally, a new generation of emerging lMSs is about to change the common understanding of what an lMS does while still retaining its mis-sion critical functions. According to The e-learning guild Research, next-gener-ation learning management systems will open up to various access channels, to dynamic containers, to social networks, to tracking user behavior across a vari-ety of sites and across multiple devices. Be that as it may, the prompt integra-tion of all those advanced lMS features might only benefit certain organiza-tions, whereas many other organizations are still struggling with traditional lMS implementations.

Due to the multiple facets of a learn-ing management system, its implementa-tion is a complex process which requires

thorough planning as it involves risks related with cost, time and acceptance. An lMS needs to be deployed effectively with the support of experts and pro-fessionals from both the management domain and the education domain. A change management approach should be defined and executed in order to prepare stakeholders and key users for their new roles in the new training processes. The document PAS 1032-1/2, which is a DIn specification on education and Training with Special emphasis on e-learning, is a well specified implementation process and may serve as a guideline.

SelectionAirlines have requirements that typi-cally result in a good justification for implementing an lMS. Unlike most other industries, airlines are heavily regulated in many areas ranging from security, to food service, to mechanics and everything in between. Airlines have complex rules around when training expires and how

Airlines have been pioneers in using educational technologies for decades. Prof. Dr. Erwin Bratengeyer and Captain Christian Albrecht explain why this long tradition of computerised training in the aviation industry has made it much easier to take advantage of the potential benefits of elearning.

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frequently retraining must occur and, in addition, aviation training is very revision sensitive. Very few packages can meet the requirements of a corporate implemen-tation at an airline off the cuff. As a rule, when an airline selects a learning or per-formance management system, the airline should focus on these and other capabili-ties that are specific to the industry dur-ing the selection process. Too often, air-lines seem to go with the simplest or most attractive solution and find themselves either duplicating work or not being able to get enough value out of the system to justify the cost. Being able to continuously measure the effectiveness of the training on the business as a whole, and being able to accurately identify what training needs to be developed based on the airlines per-formance is also absolutely critical.

As an example, etihad Airways, a fast growing airline in UAe, serves about 80 destinations and naturally faces numer-ous challenges dealing with training and communication issues. etihad imple-mented an lMS for operations related courses in April 2006. A comparison of five suppliers and references had been conducted and one product was selected. The product as implemented, however, did not fulfil the original speci-fication and requirements as specified during the scoping study. The challenges of organisational processes required to implement a complex lMS had been underestimated and additional effort had to be invested to make the system run successfully. The project roadmap focused on the technological challenges of the implementation rather than on the business processes that would change with the lMS execution.

The lMS had to serve various pur-poses and different user groups including ground staff located all over the world, flight crew, cabin crew, aircraft engineers, customers, and other partners, all of them with their intercultural diversity. The majority of users were readily accepting training delivered by the lMS, however, around 10% put up resistance. For exam-ple, users from Pakistan tended to refuse instructions from a computer. Access con-ditions for all those dislocated users might vary considerably in terms of bandwidth and security. At some times, more than 600 were accessing one online course at the same time. The courses offered relate to three different types of content: a) regulatory required training, b) service

oriented content, and c) policies and pro-cedures cBTs. Tracking and certification had to be managed either way. each of the courses had to be approved by the regulator or by an internal acceptance forum, no matter of the type or origin of the content. content development proved to be too expensive when developed in-house by subject experts. outsourcing was more economical but required very strict quality control procedures. Service also turned out to be a critical issue. help desks service had to be available continu-ously providing support for login-related requests as well as for technical service. Additionally, it turned out that content specific requests dealing with compre-hension questions, bug reports, and the like were required.

Successful lMS implementation requires that all stakeholders are vested in the project. It is recommended to gain business buy-in and the committed sup-port of senior management of as many business areas as possible. Involve IT, hR, line managers, executives, works com-mittee, subject experts, and end users. There might also be a need for adopting company policies that allow trainees to take time from their daily work to utilize the lMS, which might be only one aspect of a full-span change management approach. In addition, having a strong information campaign is key to overcom-ing potential acceptance problems. While the airline could simply make it compul-sory to take certain courses, motivation to get people to use the system of their own accord might be more sustainable. The main issue is to provide some kind of improvement over the existing way of training. More comfort, more choice, more control, more options, more service, and more personal benefit should be seen as just as important as the IT and business process improvement issues to ensure a successful implementation. cat

About the AuthorsProf. Dr. erwin Bratengeyer and captain christian Albrecht are members of the Aviation Industry cBT and elearning committee (AIcc) and the full article is available at www.aicc.org • Prof. Dr. erwin BratengeyerDanube University Krems, [email protected]• capt. christian Albrechtetihad Airways, United Arab [email protected]

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CAt: Captain Harms, in recent years you have been known to the airline world as a major driver of the Multi-Crew Pilot License, is the new IATA “PAT-Manual” meant for MPL-cadets only?Harms: Not at all – at this stage mainly very experienced training organizations conduct MPL courses and of course they run well established selection systems. Pilot Aptitude Testing however seems to be even more relevant for the huge com-munity of operators, which now and in the near future have to cope with rapid growth and changes in their organiza-tions and therefore need to search for reliable cockpit staff.

This has become increasingly dif-ficult because the “labor market” from where especially experienced staff could be collected in the past will be drying up and its volatility has already increased drastically.

Actually MPL training and the hiring of already qualified personnel are closely connected. An airline for example which

recruits MPL cadets can in most cases use the same or a very similar selection sys-tem also for its ready/direct entry pilots.CAt: Which benefits can an airline man-ager get from Pilot Aptitude Testing?Harms: Professional aptitude testing has proven to be highly effective and efficient. It became affordable (although the cost associated with performing apti-tude testing in aviation is still perceived to be high) and if correctly implemented, can contribute to considerable cost sav-ings for the airline. Not only that the costs associated with implementing and run-ning a functional aptitude testing system are significantly lower compared to the costs of high failure rates resulting from immature selection; besides this there are very “healthy” side effects for the company. There are numerous contribu-tions to a better working environment, positive influence on labor turnover, enhancement of the reputation of the flight operations department and the air-line’s brand and reputation.

CAt: Is it true, that data protection rules, equal opportunity legislation and other legal provisions place obstacles in front of PAT projects? Is testing not automati-cally discrimination? Harms: Equal opportunity legislation, data protection rules, legal provisions for professional aptitude testing and aspects of cultural diversity have to be observed in most countries, but the basis for fair aptitude testing is a well-designed pro-fessional testing system itself, which excludes all subjective influences to the most possible extent. Aviation regula-tors worldwide have been very reluctant in regard to the definition of personality criteria or so-called KSAs (Knowledge, Skills, Attitude) of pilots. Some general requirements for assuring the psycho-logical aptitude of applicants are in place, but there is a lack of guidance material.CAt: The PAT manual was produced by the IATA working group as one task of the IATA Training and Qualification Ini-tiative / ITQI. What were the reasons for IATA to address this topic?Harms: Despite the temporary down-turn of the civil aviation industry, IATA’s senior vice president, Günther Mat-schnigg, has always supported the Ini-tiative in general and its investment in improving the human performance in flight operation in particular. Since the human factor consistently accounts for the majority of all aircraft accidents, these investments will produce the high-est probability of achieving a quantifiable reduction in accident rates. The purpose of the PAT-Manual is to enable aviation managers to compare and discuss the characteristic strengths and weaknesses of available aptitude testing systems with aviation psychologists and test pro-viders and collaboratively develop a suit-able solution for their company. The aim was to provide a hands-on document to be used by all, in order to eliminate con-fusion caused by varying terminology and ideas.

We chose the term “Aptitude Testing” because it overarches all areas of apti-tude diagnostics (basic abilities, specific/operational abilities, social competencies and personality traits) and includes both

Captain Hartmut Fabisch interviews Captain Dieter Harms, chairman of the ITQI Working Group “Pilot Selection”, 2008-2010, about the outcome of an IATA task force which has recently produced new Guidance Material and Best Practices for Pilot Aptitude Testing, also referred to as the PAT Manual.

Pilot Aptitude testing –the new IAtA PAt-Manual

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Captain Dieter Harms, chairman of the ITQI

Working Group “Pilot Selection” 2008-2010.

Image credit: Author.


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the screening and the selection process. Historically, military organizations and large operators with high quantities of applicants were the ones with access to mature selection systems. Ironically however, smaller organizations, which tend to have the highest turnover of personnel, are usually least capable of developing and maintaining an effective aptitude testing process. Subsequently, over time the resulting situation may be considered a safety issue, especially as less numbers of experienced airline and military pilots are available and a large number of operators need to recruit their staff also from the general aviation mar-ket in the future.CAt: Talking about Ready/Direct entry pilots, first officers and captains: Is it not sufficient to know their flying experience, perform a reference check and do a simu-lator check before hiring them?Harms: Selection for captains and first officers seems to be undervalued - most selection systems have been established for ab-initio candidates and they display a high degree of sophistication. Fewer and less methodically qualified selection systems are in place for first officers and selection systems in place for captains display the least maturity and quality. As the world faces an increasing popu-lation of “migratory pilots” these groups need to be addressed. As an airline’s safety culture cornerstone includes its first officers and captains, investments in their professional testing are especially recommended.

Fair hiring procedures however can only be based on objective testing; the objectivity of reference checks for exam-ple is questionable. Flying hours are often mistaken as an indicator of useful experi-ence and are sometimes used to substi-tute testing. This is also very question-able as it is difficult to relate them to the ability to perform well on the job. Their value varies considerably depending on the environment and the operational context in which they were acquired.

Flight checks in full flight simulators are commonly used to test ready entry pilots, first officers and captains. They are excellent to evaluate flying skills and training needs but difficult to be used as aptitude testing instruments. From a diagnostic point of view so-called work samples are quite demanding measuring instruments and simple arrangements/scenarios cannot produce the kind and

quality of data which are required for valid aptitude testing purposes. CAt: How did the ITQI working group collect feedback from the industry to sup-port the production of the PAT-Manual?Harms: From July to August 2009 our working group performed an IATA Online-Survey, which was made avail-able to more than 300 parties (airlines, business aviation, training organizations, testing institutions). 57 of them made statements to the 91 questions, which were divided into the areas Organiza-tion-Training-Hiring, Financial Aspects, Psychology-Methodology. I would like to thank all of the respondents for their excellent comments. The answers helped us to develop the PAT-Manual. Several experts in the field of aptitude testing supported the working group by commenting on scientific aspects.CAt: What are the main cornerstones of a PAT system?Harms: In brief, the pillars of a function-ing PAT system are first and foremost a firm management commitment, a multi stage testing system (less expensive screening procedures first, costly selec-tion procedures last), a well-designed “test battery” (set of tests) and a “selec-tion team” to run the system.

Testing aptitude should include basic abilities (intelligence), opera-tional competencies, social competen-cies and personality traits. Concerning testing instruments the least qualified ones are freestyle interviews, while the highest qualified testing instruments are psychometric testing apparatus. Simulation-based testing of operational competencies can be performed best on specifically programmed (PC-based) low fidelity simulators, since they provide high values of predictive validity.CAt: Is it realistic to assume, that a PAT system can be managed by experienced captains or first officers alongside to their normal flying duties?Harms: The design phase of an apti-tude testing system requires high man-agement attention (definition of the job requirements, application/re-application criteria, presentation of results, evalu-ation procedures, hiring decision) and definitely the involvement of an aviation psychologist, who brings in scientific support. It is advisable to include quali-fied active captains or first officers in the selection team. A PAT system however is part of the quality system of the company

The IATA Guidance Material & Best Practice for Pilot Aptitude Testing is a useful insight into requirements of airlines when down-selecting air-crew. It highlights the importance of viewing the employee from multiple perspectives; not just in terms of skill sets but how they will perform in the operational and organisational envi-ronment. Symbiotics recognises this and developed ADAPT over ten years ago; a unique, intelligent approach to pilot selection exceeding IATA recommendations. It is proving to be the gold standard of assessment, successfully selecting top candidates across the globe for a range of air-crew roles.

ADAPT is a powerful, state-of-the-art reporting system that predicts future performance against a range of roles and operational demands, but does so in context of the environment and the output standards required of a course or job. The results offer the employer a detailed understanding of the candidate and assist in the crucial decision making process, particularly where a candidate is nei-ther exceptional nor of sub-standard ability.

ADAPT uses a blend of complex algo-rithms generated from over 1.5 mil-lion pieces of data. Multiple layers of cognition, physical skill and person-ality are mapped against organisa-tional culture ensuring better under-standing of the candidate’s ‘fit’ to the organisation. ADAPT is unique in that its outputs become bespoke to the client, through continual devel-opment of the constructs against performance, providing a dynamic service. ADAPT identifies over 1,000 precise personality profiles, saving money and time but also producing more cohesive future workforces.

For more information and to read our full IATA response, visit our websitewww.symbioticsltd.com

and needs also to be evaluated at regular intervals. Evaluation of the PAT system addresses the question of its validity (whether or not the system measures/delivers what it is intended to meas-ure). This process requires feedback from the line (LOSA/ FODA data, line checks, sim-checks, training reports, other reporting systems, etc.) and should be a well-coordinated task within the company. Then it will pay off within a short time.CAt: Do regulators acknowledge the advantages of PAT?Harms: At least in the US there seems to be a change of thinking. The ‘Airline Safety and Federal Aviation Administration Exten-sion Act of 2010’, which contains some (still very questionable) issues concerning the qualification requirements for air carrier pilots, directs the FAA Administrator to conduct a rulemaking proceeding to require air carriers to develop means and methods for ensuring that flight crew members undergo comprehensive pre-employment screening including an assessment of the skills, aptitudes, airmanship, and suitability of each applicant for a posi-tion as a flight crewmember in terms of functioning effectively in the air carrier’s operational environment.CAt: How can interested parties get a copy of the PAT-Manual?Harms: IATA offers the manual in the Publications & inter-active tools section of its website (https://iataonline.com/Store/Products/Product+Detail.htm?cs_id=9912%2D00&cs_catalog=Publications) and there might be a download version in the future as well. cat

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Improving People, Enhancing Performance

‘ADAPT: Mastering theScience of Selection’

A powerful reporting system providingbespoke solutions to intelligent customers.

Selecting against airline culture and role requirements from Ab Initio to

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CAT,hpv,rev2 24/11/10 11:26 AM Page 2

“Aviation professionals must not become bottlenecked for future growth!” is the message of Günther Matschnigg, senior vice president Safety, Operations and Infrastructure. IATA is receiving increasing support from ICAO, regulators, airlines, pilot representative bodies and industry for its ITQI (IATA Training and Qualification Initiative). Knowing that civil aviation would be confronted with a significant shortage of licensed staff (pilots and mechanics/engineers) the program was set up in 2007. Its goals are firstly to modernize train-ing and qualification schemes (i.e. competency-based train-ing), secondly to improve the attractiveness of the industry to younger generations and thereby increase the size of the pool of qualified candidates, and thirdly global coordination and harmonization to increase market permeability.

In flight operations the focus is on evidence-based train-ing, instructor and evaluator qualification, multi-crew pilot licensing (MPL), pilot aptitude testing and flight simulator training devices standardisation (FSTD).

Because of the global recession and capacity cuts starting in 2008, the immediate worry about a crew shortage waned. However growth is beginning to return, so are the concerns about a limited pool of professionals in aviation and ITQI starts to pay off. Several airlines are participating in EBT proof of concept programs with their regulators, an increasing number of training organizations are running MPL programs and the first two publications (Pilot Aptitude Testing and FSTD) have been published. IATA works very closely with ICAO in its NGAP Task Forces (Next Generation of Aviation Profession-als) which also aim at mobilizing the aviation community to recruit, educate, train and retain the next generation of avia-tion professionals.

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A problem exists in that there are many different defini-tions of leadership. an even

bigger problem is the failure to define captaincy as a set of trainable leader-ship behaviors. This article reviews the current understanding of leadership, describes work undertaken to develop a matrix of observable leadership skills and suggests training options for airlines when training pilots for the role of airline commander.

skillsregulatory guidelines loosely point to a leadership skill set. For example, both Faa and EU-OPS guidelines make refer-ence to concepts such as authority and assertiveness, providing and maintain-ing standards, planning and coordinat-ing and workload management. While these attributes will qualify one to be a safe and efficient captain they hardly

establish a great leader. The question remains, what does the airline captain need in the way of leadership skills to successfully lead the crew to accom-plish the mission?

a search of the academic literature found no specific study where pilots were asked about the skills of leadership: the perceptions of those active in the field were missing from published research. We set out to address this shortcom-ing. Questioning captains on leadership begins to build a foundation of expertise in the aviation leadership field.

To find out what makes one a great leader as opposed to just a good pilot, flight managers from five airlines pro-vided a list of captains whom they con-sidered exemplary leaders. Volunteers from this sample were interviewed. Characteristics such as stable, relaxed, confident, practical, outgoing, easy to get along with, natural, conscientious,

realistic and spontaneous were all used to describe leadership. These attributes are similar to general leadership char-acteristics mentioned in descriptions of charismatic and transformational lead-ers. Social factors form the “character” of a person and are considered a core value of leadership. These social factors are important for airline captains, but as the captains expressed their leader-ship perceptions several other themes and skills emerged from the data. The results revealed five core areas: (a) com-munication, (b) teamwork, (c) knowl-edge, (d) self-awareness, and (e) leader as mentor.

While the captain is generally recognized as the leader in an airline crew, the concept of leadership skills in an aviation context is poorly understood. guest author Katherine Senko explains how captaincy training is an important part of all pilots’ career development, but airlines differ in the approaches taken to meet this goal.

Leadership skillsof the airline Captain

above

Leadership is about earning trust, setting a

vision and applying boundaries.

image credit: Lufthansa/Martin Jehnichen.



CommunicationThe most widely mentioned leadership theme mentioned was not surprisingly, communication. Specific skills included ensuring clear and precise information is given and active listening is practiced. Verbal communication included ask-ing for and receiving feedback. in addition to explaining procedures sharing information communication was used to foster a relationship, establish roles and to motivate the flight crew. Features of communication include tone, stand-ard wording and style. The effective leader incorporates all aspects of communication altering tone and style when nec-essary.

The second strongest theme was teamwork. in this cat-egory “people skills” were mentioned repeatedly. People skills included willingness to accept information, having a non-judgmental outlook and openness to both information and critique. While these social skills facilitate a sense of ease and belonging to a team, heavy emphasis was placed on creating a team early in the flight process.

Literature differentiates between teams, a small number of people with complimentary skills and a common goal, and working groups, an assemblage of people with individual functions and no common goal. although at times the captain and the rest of the flight crew do have independent duties and seemingly do not have a common goal. The flight attendants have the passenger duties; the first officer has specific seat duties. The leadership skill was to ensure all flight crew shares the common goal of a safe and efficient flight. The captains stated it is the commander’s duty to set goals and communi-cate during the pre-flight briefing so all have a shared vision

rather than allowing each crew to carry on their duties inde-pendently.

KnowledgeThe third theme is categorized as knowledge. Obviously the captain should be knowledgeable. However, responses here indicate that technical, regulatory and systems knowledge is as important as the ability to use and apply that knowledge to dif-ferent situations. The captains also said knowledge of company goals and visions were not adequately trained. Because com-pany goals were not clearly defined the captains’ felt burdened by making incorrect decisions for the company. For example, in a situation where a malfunction in the airplane leaves the pilot the choice of landing or continuing on with some discomfort to the passengers, the captain must know if the overall goal of the company is passenger service or cost savings. The observable skill here can be considered the broad actions necessary during flight deviations.

Self-awareness, or emotional intelligence, is ones’ awareness of his or her behavior on others. interestingly, self-awareness in the airline captain is probably one of the most misunderstood or least acknowledged, yet was something all the captains interviewed mentioned. in addition to being aware of one’s demeanor other attributes mentioned include confidence, having a “presence”, enthusiasm, energetic, visionary and continuously focused on improvement. also various leadership styles must be employed, so in training a little looking into oneself would be needed. Emotional intelligence is one way to describe this theme.

Specific skills falling under the self-awareness theme include, genuine concern for others, professional demeanor, flexibility, calm attitude, confidence and self-efficacy. While some may consider these descriptors and not skills, the pilots described the observable behaviors associated with each. Concern for others was described in all examples; putting the crew, the company, and the passengers before self shows it. Professional demeanor is how the captain carries him or herself, the appearance and bearing of the person. Flexibility permits a control change empowering the crew. Calm attitude helps manage situations and confidence assures others of knowledge and skill.

The skills of self-awareness are more subjective than other leadership skills. Concern for others and professional demeanor is difficult to pinpoint and express, and therefore they are dif-ficult to set as objectives. Throughout the interviews stories of concern, demeanor, dress and behaviors were described a leader. The frequent occurrences of these stories stipulate inclusion in a leadership definition. The significance to leader-ship is that appearances and actions matter for the leader. all are watching the leader therefore one must look and act the role of leader.

TeachingFinally all of the pilots interviewed mentioned how important it was to teach others. advice repeated by several captains included “tell the first officer why you are doing something” and most mentioned they tell the FO to “take what you like about me and discard the rest; build yourself on the best of those around you”. The captains mentioned that it was important to teach first officers and indicated that avoiding

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mentorship meant lessons would not be learned. Several times the captains cautioned that leadership behaviors were not taught in the classroom but only on the flight line.

When airline captains were asked what leadership training they have had throughout their flying careers, responses suggested leadership train-ing is lacking. While they all admitted technical flight training was adequate or very good, most expressed a wish to have more meaningful crew resource management or human factors train-ing. The pilots did not criticize train-ing idly and most acknowledged the airline dilemma of limited resources. However, most still thought non-tech-nical training could easily be incorpo-rated into existing training methods and processes.

Leadership training is currently considered to be part of CrM or human factors but possibly needs to be incor-porated in all parts of the training footprint. Developing leadership skills for the airline captain initially should involve defining an overall concept of leadership including the airline’s mis-sion. The theoretical aspects can be

delivered in, for example, computer based training courses. The context of leadership is, however, more eas-ily shown through demonstration and example. The information should then be discussed using case studies, acci-dent report analysis and videos. Finally, practical application of leadership can be demonstrated through the simulator LOFT sessions.

When a pilot upgrades from the first officer to commander position, additional responsibility is incurred. Therefore additional preparation is needed. Leadership training should be incorporated into all aspects of the cap-taincy upgrade training. an ongoing assessment of real or simulated situ-ations focuses awareness and fosters the emotional intelligence needed for leadership.

The findings from this study showed that airline captains consider leadership to be much more than establishing roles and communicating appropriately. The findings indicated that differentiating between assertiveness and aggression are not the only skills for effective leader-ship. a leadership definition more appro-priate for aviation contains the nuances

of dealing with the people, examining oneself, establishing goals and caring for the crew.

Captaincy training must contain the pilot practicing interacting with others and should include self-evalua-tions. Captaincy training should have the pilot establish and communicate flight goals and provide various exam-ples of communication styles. Overall leadership is about earning trust, set-ting a vision and applying boundaries. it involves ensuring action, motivating and caring for others. These leadership skills can form the structure for better captaincy training throughout the air-line industry. cat

About the AuthorDr. Katherine Senko has specialized in aviation training for over ten years. She specializes in instructional design. She holds a masters degree in education and a doctorate in leadership. Dr. Senko has worked with several aviation compa-nies throughout the world auditing and designing training programs for pilots, maintenance technicians, flight attend-ants and gate agents. She is based in the United States.

Leading global provider of innovative airline pilot,

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A long-time model for low-cost carriers (LCCs) around the world, Southwest Airlines

again proved just how successful that model was in 2009. That year, the US airline posted a net $143 million profit, perform-ing what Southwest President and Ceo Gary C. Kelly called “a remarkable feat in the midst of the worst recession most of us can remember.” The formula that led to the lCC’s 37th consecutive year of profit-ability in 2009 still seems to be working, with reported record-breaking revenues in the second and third quarters of 2010.

Southwest GrowthSouthwest is the largest US domestic carrier in terms of the number of passen-gers carried, and will grow further in the future with the September 2010 acquisi-tion of lCC competitor AirTran Airways. once regulatory approval is granted, AirTran will gradually be integrated into Southwest Airlines, and its name and logo will disappear. With the acquisition of AirTran, Southwest will gain its first

international routes, six destinations in the Caribbean region, along with 17 des-tinations added to its current domestic network of 70 cities. However, the final consolidation of the two lCCs is not expected to be completed for perhaps up to two years, and both will continue to operate as they have until then.

Whether Southwest will absorb Air-Tran’s fleet of 86 Boeing 717-200s into its fleet of 550 Boeing 737 aircraft has not yet been decided, although speculation is that this will take place. However, doing so will present a challenge to the South-west operations and training organiza-tions. if it were to absorb the AirTran fleet, Southwest would then have to break with its tradition of being a one-type airline with the 737 since its inception in 1971. Currently it flies the largest 737 fleet in the world and some of the airline’s cost-sav-ing measures in maintenance and train-ing have been accomplished by flying just one type of aircraft. Currently, Southwest has 173 737-300 and 25 737-500 Classic aircraft, with the rest 737-700NGs.

Culture and MarketingSouthwest has approximately 35,000 employees, almost 6,000 of which are pilots. The fact that Southwest has not laid off any employees, nor furloughed pilots, even in the current recession attests to the solidity of its corporate cul-ture. That culture emphasizes a friendly, family-orientated approach that stresses strong leadership qualities, particularly for captains on the flight deck. The air-line’s corporate culture and philosophy is summed up in its motto, “Performance, our People and our Planet.” The latter places focus on the several fuel-saving measures the airline has incorporated into its operation, including retrofitting some of its earlier-generation aircraft with win-glets and all with required navigation per-formance (rNP) flight path capability. its 737-700NGs already have this capability.

A part of Southwest’s success can be attributed to its many creative efforts to draw passengers into becoming loyal fre-quent flyers. Starting off with dressing its flight attendants in hot pants back in the

Southwest Airlines training is tied into the company’s corporate culture and leadership expectations, and promotes a friendly, family-orientated approach that stresses strong leadership qualities, particularly for captains on the flight deck. Chuck Weirauch assesses its training objectives.

The Southwest Way

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Absorbing AirTran’s 717 fleet would present

a challenge to the Southwest operations and

training organizations.

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1970’s, it has progressed to its “Bags fly free” campaign, Wi-fi and leather seats and numerous special low airfare promo-tions. These efforts have paid off, since the airline has won numerous customer satisfaction and performance awards repeatedly over several years.

Flight TrainingHeadquartered at love field in Dallas, TX, this is also where the airline’s flight Training Center is located, and conducts all of its flight training in-house at this facility. The Center features eight full flight level D simulators, the most recent of which are five CAe 737-700 sims. According to Barnes Pruett, Southwest Senior Manager of flight Training, in a typical year the Center has the capacity to train 600 to 650 new hire pilots. The Center is also populated with 60 full-time flight instructors. Southwest provides its own flight training in order to provide quality control and the standardization of training, Pruett reported.

Annual pilot recurrent training is also provided at the love field flight Training Center, with captains returning every six months and first officers each year. The lCC has recently inaugurated a six-to-seven-hour interactive distance learning course covering flight systems and areas such as security and hazardous materi-als, which reportedly saves a day of on-site ground school training. A learning management system (lMS) is incorpo-rated into the online system to measure pilot performance.

The minimum requirement for South-west pilot new hires is 2,500 total hours, with a required 1,000 hours turbine pilot-in-command (PiC). However, the current average for new hire applicants is between 5,000 and 6,000 hours. New hires must also be 737 type-rated as well.

While Southwest is currently not hir-ing, the airline will begin new hire classes in January of next year for 185 new hires that have been waiting for their training to be scheduled. Known as “poolies,” because of their status in the hiring pool, the training for these new pilots will con-tinue through March.

CRM IntegrationAccording to Cathy Dees, Southwest Manager of CrM and Human factors Training and a Southwest Captain, all new hires progress through a 23-day training program before they enter a full

flight simulator, where they will spend five days prior to a check flight. To instil the Southwest family culture concept, spouses are encouraged to accompany their pilot husbands and wives during the first-day orientation. During this ini-tial training program, the new hires will learn the “Southwest way.” The company has also strived to integrate CrM con-cepts into every aspect of the new hire curriculum, including systems, security, hazmat and any other kind of operation that calls for communication.

“our golden rule is establishing foun-dational leadership traits, it’s all about leadership expectations,” Pruett empha-sized. “This is what CrM is all about. About six years ago, we started a captain leadership program that is tied into cor-porate culture and leadership expecta-tions. our captains are expected to and can provide input as to what they see concerning the rest of the airline’s opera-tion, and we have a system where they can do that online.”

Training IssuesHaving round-dial-instrumented Classic 737s in the Southwest fleet has not been a training challenge, but the gradual retrofit to electronic flight system (efS) displays for the Classic aircraft throughout the fleet will help standardize training curric-ula, Pruett said. However, the changeover has led to an obvious human factors train-ing effort in order to properly orientate pilots to the increasingly more common efS. initially, newer 737-700 NG aircraft were delivered with efS displays that

projected round dial instruments, round dials on TV, if you will, to provide stand-ardization for pilots transitioning from the Classic aircraft to the newer Nags. How-ever, last year the airline switched the NG cockpits to full efS displays with primary flight displays (Pads). The changeover to efS in some of the Classic 737s will help allow the implementation of required navigational performance (rNP) training and operations.

“We just finished up a three-year project of training in the rNP world,” Pru-ett pointed out. “We want our pilots to be more dependent on non-ground-based navigational aids. rNP, along with GPS approaches, reflects a wave of the future for safety and efficiency.”

As far as the two aircraft type issue, it’s just far too early to determine how South-west’s flight training curricula might be affected, Pruett pointed out. it will be more than two years before AirTran operations and assets are fully integrated in those of Southwest’s, and all options, including not going to two types, are on the table, he explained. More immediate training concerns are cockpit automation and the increasing complexity of flight operations.

Future ConcernsAlthough Southwest has been able to maintain its profitability through hard economic times, there is no such assur-ance that it will be able to maintain such a record in the increasingly competitive commercial aviation industry. in order to maintain its financial and operational position in the last year, the lCC had to “get out of its comfort zone” and look at a multitude of ways to keep bringing in passengers.

“The short-haul market is just not what we can depend on anymore, so we are having to look at every option,” Pruett summed up. cat

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The need to provide the most cost-effective visuals solu-tions while incorporating

the latest visuals technologies means that training providers are turning more to commercial-off the-shelf prod-ucts such as image generators built for the gaming world rather than the more traditional customized visual systems approaches.

cAe recently introduced its tro-pos-6000 image generators to meet the increasing pilot-driven demand for visu-als improvements such as 3D volumetric cloud modeling and enhanced rain and snow representation. According to cAe technical Director Phil Perey, the tropos line of visual solutions is fundamentally built around the capabilities of commer-cial-off-the-shelf (cotS) rendering chips while exploiting full cotS platforms.

“the dollar invested per rendering capability is far better in the commer-cial aviation training market segment than building overall custom solutions,”

Perey said. “If we can harness these cotS capabilities and focus on the spe-cific add-ons that we need for simulation, then ultimately the customer is winding up with far better capabilities and lower acquisition costs.”

According to John hester, general Manager of Simulation Visual Systems, for FlightSafety International (FSI), his company is focused on the incorpora-tion of unmodified cotS Pc products. Such products are the basis of FSI’s VItAl X visual system which has been incorporated in over 120 delivered simu-lators so far.

“there has been a lot of develop-ment work in the gaming world that we can take advantage of,” hester said. “the magic of it is in our software and data-bases. the cotS approach provides our customers with an extraordinary ben-efit of the ongoing performance improve-ments that are coming out of the com-mercial gaming markets.”

While Rockwell collins incorpo-

rates Pc cotS components into its new eP-8000 image generation system such as DDR memory and multi-core cPUs, the company does not employ Pc Igs into this product, said Dennis hartley, the company’s technology champion. one of the issues that drove the decision not to use them was a desire to maintain a longer life-cycle period of time without changing out components and relying more on software visual upgrades.

“JVc has plans to introduce a more midrange line of projectors in the four-million pixel range, and this is more likely where we are going to head for the larger field-of-view systems as a cost-effective solution for them,” hartley said. “this is

Better weather and ground operations representation in flight simulation are just two of the visuals challenges that flight training providers are facing today. Chuck Weirauch explores how these challenges are being met.

Visual Challenges

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With the eP-8000 image generation system,

Rockwell collins hopes to provide lower

life-cycle costs.

Image credit: Rockwell collins.


Visual Challenges

Above

cAe’s tropos 6000 is capable of portraying

increasingly realistic weather conditions.

Image credit: cAe.

where the 8000 can drive a lot of pixels, whereas we would have to gang up Pc Ig cards to drive four million pixels or higher. I don’t want to say that Pc Igs can’t do the job. I just think that we can do it a bit better and more cost-effec-tively, in a way that results in a better overall system solution.”

Weather SimulationIn the wake of the Air France Flight 447 accident last year where severe weather is believed to be the primary cause of the loss of the aircraft, commercial pilots are reported to be asking training providers to introduce more and bet-ter weather representation into flight simulator scenarios. the purpose is to hone decision-making skills concerning weather pattern recognition and choos-ing weather-avoiding flight paths.

“the transition to cotS was the biggest stepping stone to improving the level of fidelity and immersion in the simulator environment,” Perey said. “With the tropos 6000, we are able to make tremendous improvements in terms of weather simulation, portray-ing difficult and realistic weather envi-ronments. Weather has been one of

our focus pillars in terms of improved capabilities. We are trying to train flight crews to make a weather judgment call, and we are trying to bring that into the simulation environment.”

According to FSI Marketing Direc-tor Dan Meyers, the company has seen a

trend in weather improvements in flight simulators. one big development is in the volumetric simulation of clouds, where the pilot can actually see clouds grow in simulated real-time, creating cloud levels and layers that are much more realistic.

“We are also providing more realistic weather effects relative to rain, fog and halos around lights,” Meyers said. “All of this leads to training pilots to make bet-ter decisions. the more realistic we can make it in the simulator, the better deci-sion-making training the pilot is going to receive. this is especially true for helicopter pilot training, where we can provide such visual cues as simulating wind direction by the dynamic shadows of waves on the ocean.”

hartley also reported that Rock-well collins has been seeing a lot more requests from customer pilot SMes for better weather representation and more emphasis on trying to train dif-ficult weather situations. the biggest challenge is the correlation of cockpit weather radar with what pilots can see out the window, he said.

Ground RepresentationAnother key area where pilots want to

http://www.saflightacademy.com

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projectiondesign recently released its new

line of leD-based projectors, inluding the

Fl32 series.

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modifications to them,” hartley said. “this allows us to lower the costs of the projectors.”

While Perey, hester and hartley all feel that leD projectors have a solid future within the next one to two years, they also feel that the issue with them is that the current leD models just do not provide enough light at the present time. they also feel that laser projectors do have a future, but mainly for special applications. While the newest WQXgA super-high resolution projectors now coming out on the market have applica-tions in the military simulation market, their prices are just too high right now to be adopted into the civil aviation training market until they become more main-stream items.

Begging to differ with their opinions on leD projectors on some points is Anders lokke, International Marketing and communications Manager for pro-jectiondesign. the norwegian company recently released its new line of leD-based projectors.

“What we have been working on is making projectors and displays that are cost-efficient and that need very lit-tle maintenance,” lokke said. “What we realize is that some of these civil aviation flight training systems need very frequent maintenance. this is why we developed our leD-based projector series because they provide visual consistency over time. they give you thousands and thou-sands of hours without changing or alter-ing their output in terms of brightness, color rendition and other factors. Some systems will change over time, which is not very efficient. We think that this is the future, to make a visual system that is consistent over time.”

one of the key issues with leD pro-jectors at the moment is that for larger visual systems there is too little light output, lokke explained. like the oth-ers, lokke feels that laser projectors have some potential, but right now they are too tricky to implement and drive. he also sees that it will also be some time before the new highest-resolution pro-jectors become practical for the civil aviation training market. however, leD projectors will become the next thing for this application, he believes.

“It’s just a matter of time as to when leDs are going to be the main light sources for the majority of applications out there,” lokke summed up. cat

see better replication in the simulation environment is ground and air traffic, as well as that of the final approach region. Along with higher resolution projectors and latest-generation image generators, rapidly generated airport databases are being developed to help meet this criti-cal training need.

According to Perey, cotS graphic cards are also key to bringing in a high level of realism to traffic scenes in the ground environment. By evolving the cotS graphics cards and computing platform capabilities, cAe has been able to add in hundreds of aircraft, ground vehicles and other objects to bring more life to simulator scenes that were previ-ously not possible.

Database services that allow airports to remain current is an integral part of lowering the life cycle costs of training environments. currently cAe has a suite of over 200 of the world’s busiest airports around the world in its airport database that are maintained to the requirements of FAA Part 60.

“the needs of modern aircraft like the Airbus 350 are going to be pushing the need for airport currency even more so,” Perey pointed out. “the avionics suite in aircraft like the 350, which has an onboard airport navigation system and ADS-B, will need to project an over-lay of ground traffic and runways, so all the databases and the simulation system must align properly.”

hartley also reported that Rockwell collins is getting more requests for higher resolution replication of ground environ-ments around gates, and the mapping of the actual texture of the tarmac. the latter is important to provide pilots with visual cues as to their aircraft’s sink rate on final approach.

“Pilots want really high detail so they can get an accurate indication of their sink rate,” hartley said. “So we are con-centrating on providing higher resolution of the area right around the airport land-ing area and adding as much visual cue-ing and clutter around the final approach area as possible.”

According to FSI database manager Paul Koehler, the company is solving the long-standing problem of needing a very lengthy time to develop airport data-bases by developing real-time database publishing techniques for rapid database generation and database updates.

“We believe that this technique

will not only bring our customers data-bases faster, lowering costs and upkeep charges, but will also bring increased safety to our flight training program,” Koehler said. “the faster we can supply more realistic databases to our custom-ers, the better their training will be and therefore improve the safety of flight itself.”

Projector Technologies While cAe has a preference for lcoS projectors, FSI has developed a second-generation autocalibration system that can exploit the capabilities of all types of digital projectors. therefore the company does not have a preference as to which technology it employs in a simulation, rather basing the choice on the particular application.

“the real issue with all of the new projectors isn’t them, it’s keeping them calibrated in almost real-time,” Meyers pointed out. “continual advancements need to occur for visual system autocali-bration capabilities.”

hartley said that while Rockwell col-lins trends towards lcoS projectors, the challenge for the company, which spe-cializes in visual systems upgrades, is to make sure that a new projector solution provides plug-and-play capability with ones being replaced.

“We try to move things as much as we can into the image generator so that we can use standard projectors without

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Part of the Turkish Gozen Group, IFTC was established in response to an assessment of

the rapidly increasing demand for pilot training within Turkey and the region, and a perception that there was at that time insufficient capacity available in the existing locally based training facilities. Once the decision was made, progress in defining the specific market and training tasks was rapid. iFTC was established in December 2006, and the first FFS session took place in april 2008.

as Cengiz arbac, general Manager of iFTC, explains, the decision to go ahead was based on the fact that the gozen group already had a significant presence in the aviation community. it owns an airline – Freebird airlines, which oper-ates a fleet of seven a320s, with a further aircraft to join the fleet in early 2011. it works with some 85 airlines, and han-dles 95% of business aviation aircraft in Turkey; in addition it has an aviation Security business which is approved

by both the Faa and the TSa. Playing to these strengths it identified strong partners to set up the training and sup-ply the equipment. The Dutch company, Softflight BV, was selected to support the project financially and operationally, and the CEO of iFTC, Marty van Veluw, now oversees the operation.

New technologyThe tight focus on the initial offering of Type rating and the associated addi-tional recurrent, Tri/SFi and refresher training, has the benefit that all those disciplines share the same training equipment. it was also determined that the pressing need was for single aisle aircraft, and these were drilled down to the selection of the airbus 320 family and the Boeing 737ng. The advantage of a greenfield site is, of course, that the build-ings and equipment can be selected to match each other, and so with a decision to concentrate on just these two aircraft types the search was on for a suitable

range of training devices. The attraction of electrical motion systems which are far less demanding on building facili-ties and therefore construction costs, coupled with the significantly reduced running costs and creating minimal envi-ronmental impact, led to the selection of Mechtronix as the preferred supplier. all four FFS (delivered in 2008) feature Moog electric motion systems (30 inch or 60 inch) and rSi rasterFlite visual igs. Van Veluw believes that the building and running costs combine to deliver some 70% reduction in costs relative to other options. initially two FFSs were ordered, one B737 ng and one airbus 320. These are qualified to both EaSa Level D and to the equivalent level for the Turkish DgCa, and so pleased was iFTC with these devices that they have installed a further one of each type, such that all four were up and running by January 2009. These latter devices are presently qualified to Level C, but will shortly also be re-qualified to Level D. The FFSs are

a highlight for delegates at EaTS in istanbul this year was the opportunity to visit iFTC, one of the hosts and Silver Sponsor of EaTS 2010, whose nearby training centre is situated in the Freezone alongside the istanbul ataturk airport writes Chris Long.

iFtC Makes its Mark

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supported by two virtual procedure train-ers (VPT) which have been supplied by aerosim, one for each type. These VPTs are PC-based and provide simulation and display of most aircraft systems includ-ing displays, panels and indications. all systems are fully interactive and operate in free-play. in the first year of service the utilisation rate was 67%, and in the second year this climbed to 85%, with all the signs that this will continue to increase. in some 40,000 hours of service so far only four hours have been lost for maintenance issues, which is a pretty impressive record for new equipment. as one would expect the classrooms and briefing rooms are tailored to leading edge requirements and provide a support which is integral to the training centre.

training Plansin parallel with the pilot training, cabin crew training is available, and this gives a clue as to the plans for future growth. a further partner, Stella aviation academy, is now part of the team, and delivers ab initio pilot training at the airfield at Dala-man on the south coast of Turkey, where its two runways and good weather factor will facilitate a smooth flow of new pilots. arbac recognises that the quality of instructors has a direct impact on train-ing results, and so the net had been cast wide to recruit experienced instructors from both Turkey and Europe. it is not only the instructor team that is critical to success – proper iT support is essen-tial, and arbac is keen to point out that most of the software has been developed in-house, including flight training centre management, scheduling, and manage-ment of the maintenance tasks.

long termEvidently the building blocks of a one-stop-shop for airline training are coming together and, based on the knowledge within the gozen group as to the needs of the end user, iFTC can shape train-ing to meet those demands. Van Veluw is convinced that by using this system-atic approach to ensure quality at each stage, the complete training package will soon become established in Turkey. a new training establishment based on this formula is currently being developed in antalya. This template can be readily adopted and exported to other countries – and that opens up a huge range of busi-ness opportunities. cat

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The footprint of EATS covers the whole of the continent of Europe, and in 2010 the event

moved to Istanbul, where europe and Asia touch – a fascinating city which is the european City of Culture for 2010. this new perspective enabled delegates from not only europe, but North Africa and countries from Russia through central Asia to the Gulf states to easily access the event. Consequently not only did delegates from familiar airlines and organisations come along, but there were also many newcomers to the show, all of whom benefitted from this annual oppor-tunity to network with their peers.

ExpansionAn indication of the scale of the expan-sion in the surrounding region was given through the example of turkey. the key-note speech, delivered by Dr. Ali Ariduru, General Director, turkish Directorate Gen-eral of Civil Aviation, showed that civil aviation in turkey continues to grow. “At the beginning of the 2000s, only turkish Airlines (tHY) had scheduled domestic flights from two bases to 25 destinations, (and since then) as a result of steps taken towards deregulation, other airlines have launched scheduled domestic flights. today, seven airlines fly from seven bases to 46 destinations in turkey. the number of destinations abroad has reached to over 130 from 70. the most striking thing is that the number of domestic passengers reached 41 million from 8.5 million in 2002, and the number of international passen-gers reached 45 million from 25 million in 2002. While the total number of passen-gers was 33 million in 2002, it has reached 85 million in 2009.” Similar rates of expan-sion are echoed in surrounding countries, so the requirements to train operating and support crews are uniformly increasing, which brings with it challenges of ensur-ing the essential quality. As Dr. Ariduru pointed out, “When we examined the avi-ation related adverse events, the greatest problem appeared to be human error and it is still waiting to be solved. the most important step in eliminating human error is training.”

human FactorsReflecting the highlighting of Human Factors (HF) issues mentioned in the keynote speech, there were several presentations which explored this issue further. topics covering careful analysis

the 2010 european Airline training Symposium (eAtS) saw more than 450 delegates benefit from the expert viewpoints of

both european and International industry personalities. Led by Conference Chair Chris Lehman with Moderators peter Moxham

and Dr. Michael Karim, the 2010 event venue was theremarkable city of Istanbul. Chris Long reports.

EATS 2010The Conference

Moves East

organised by:


of Air Safety Reports (ARSs) to better understand what part HF plays in inci-dents/accidents, the influence of the approach of a new generation of pilots, the effect of culture on behaviours and the proper delivery of training based on an understanding of HF for both instruc-tors and trainees were all addressed and discussed. A common thread was the critical importance of understanding and using best practice in CRM.

trainers need to understand the regulatory framework in which they have to deliver training, and there were useful updates on that from both a regulators point of view (eASA) and from an opera-tor’s perspective. ICAo outlined the Next Generation of Aviation professional (NGAp) initiative and several sessions dealt with the issues of pilot recruitment and training, including progress to date on the Multi Crew pilots License (MpL). And perspectives were also delivered on one of the most important issues the industry is currently grappling with - Upset Recovery training (URt).

Given that the technology of both the aircraft and training devices is constantly evolving it is important to keep abreast of what is happening and, critically, how best to train to use this new technology to maximum effect – the approach from both oeMs and users gave a good insight into the present and future state of play. this carried over to the final AICC-led session which took the form of a work-shop to debate the value of Learning Management Systems (LMS) which, it could be argued, are the glue which binds the whole learning process together.

Networkingthe full value of the conference is, of course, to be had when the network-ing opportunities are used to maximum advantage. even when the conference planning allows for useful time between sessions, it is often at the evening net-working reception that there is the great-est chance to meet new people and renew earlier acquaintances. For many years eAtS has rejoiced in the huge sup-port given to it by the hosting country

and organisations. this ninth iteration of eAtS was no exception, and the evening, hosted by IFtC, created a very relaxed and enjoyable atmosphere, which cemented the bonds between the delegates.

With some 450 delegates and exhibi-tors, eAtS continues to grow in numbers and stature in parallel with the other Halldale Media conferences.

the conference proceedings are now available on the Halldale website at www.halldale.com/eats-2010/proceedings cat

• Dr. Ali Ariduru, turkish Directorate

General of Civil Aviation

• Menderes Çakıcı, turkish Airlines Flight

training Center

• Capt. Brian Watt, Flybe

• Arzu Özçelik, turkish Airlines Flight

training Center

• Capt. Murat Kandilli, turkish Airlines

• Nicole Barrette-Sabourin, ICAo

• Gerda paradatscher, eASA

• thomas Leoff, Lufthansa Flight training

Vienna

• Gabe Batstone, CAe Flightscape

• Anthony petteford, oAA

• Capt. Mike edgeworth, the pilot

training College

• paul Woessner, Aerosim

• Dick Verburg, epSt & MpS

• Capt. Ralf Nagel, Air Berlin [ppt]

• Capt. temindar Sayilir, Freebird Airlines

• Capt. Necati Dülger, Sunexpress

• Joel Lebrun, Airbus training policy

• Norman MacLeod

• Randall Brooks, opinicus Corporation

• Capt. Christof Kemeny, Lufthansa

Cityline

• David White, thales

• philippe perey, CAe

• AICC panel Session with Capt. Herbert

Schwarz, Austrian Airlines; Capt. Bo

Nielsen, SAS; Capt. Christian Albrecht,

etihad; Bill McDonald, Boeing; Capt. Kim

Verbraeken, Qatar Airways; prof. Dr. erwin

Bratengeyer, Danube University Austria;

Joel Lebrun, Airbus training policy; Brad

Cooper, plateau Systems

EATS 2010 Speakers

Gold Sponsor Host Sponsor Official Carrier Silver Sponsors

Bronze Sponsors

Above

Scenes from this year’s show, including

Dr. Ali Ariduru, delivering the keynote speech.

All images: David Malley/Halldale Media.

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This unique annual event creates the opportunity for simulator engineering and

maintenance teams who work hands-on with both legacy and latest technol-ogy to have a chance to talk directly with their peers and discuss detailed techni-cal issues face-to-face with the oeMs.

the format is that, well in advance of the conference, those teams can ask specific technical questions which have cropped up during routine operation of the training devices/software. experts from both the oeMs and regulators then have time to research and prepare the most accurate answers to those queries. During the conference itself not only are the answers provided by the experts, but discussion is encouraged to draw on the very considerable combined operating experience of the delegates. the whole idea is to pool best practice and to dis-seminate hard-won experience to both established training operators and new arrivals in the training world.

Mike Jackson, FSeMC Chairman, stressed in his opening remarks that not only was safety the primary goal, but that the cost of training has an effect on safety. He went on “at this conference, we work together as an industry. So what message can I provide the suppliers that support our industry? Believe it or not, we want you to make a reasonable profit on the valuable work you do for us. I know that is a new concept, but we really do not expect to get everything for free for-ever. But, we do expect reasonable pric-ing. We recognize that you need to make a profit to grow, to attract the best possi-ble talent to your teams, and to invest in research and development to further the state of the art training device industry. In the long term, that is an improvement in safety.

What we don’t want to see as opera-tors is unnecessary costs that add little or no value to training. We want to see well thought out and executed plans to complete projects. We want to see well

tested, reliable equipment delivered on our training sites. We want your staff to be trained and prepared to do the job when they come to our sites. What we do not want to see is unnecessary costs and fees, especially ones that do not have any added value. We do not want to see trial and error problem solving, especially when it is happening on our sites for a piece of equipment that is in training.”

optimistic Keynotethe keynote speaker, Marion Broughton, Vice president of thales UK Avionics, training and Simulation, presented an illuminating take on the present state of the aviation training industry. Having spelt out and calibrated the effect of the

Following its intent to reflect the global nature of its coverage, the FSeMC, which last year was held in Cairo, egypt, took place this year in Brighton, UK. Attendance was up, with close to 400 delegates reports Chris Long.

flight Simulator engineering & Maintenance Conference

Above

Attendance was up at this year’s event with

nearly 400 delegates.

Image credit: ARINC.


Above (left to right):

Mike Jackson, Fedex, FSeMC Chairman;

Sebastien LaRue, CAe, Best presentation;

Lars Gran, oAA, FSeMC Vice Chair.

Image credit: ARINC.

challenges due to recession, volcanic clouds and so on, in what was fundamen-tally an optimistic keynote speech, she strongly emphasised that this situation is one of opportunity for radical change.

Broughton summed up the recent pressures on the industry from exter-nal events by remarking that “the past two years have been extremely difficult for everyone… and we’ve suffered as much as any industry in the short term. However, I believe that our exposure to what I sincerely hope will prove to be the worst economic crisis of my lifetime, is making us a more agile, responsive and innovative industry. (that industry) is: transforming our relationships with our customers into real partnerships; strengthening the resolve of the regula-tory bodies, and reminding Ceos of the dangers of indiscriminate cost cutting; accelerating the speed of innovation and the level of acceptance of simulated pilot training; challenging the govern-ment to re-balance their support of the economy away from service industries and towards manufacturing; allowing us to make some much-needed structural adjustments to our industry in a sympa-thetic environment.

the challenge for our industry is to exploit these opportunities and bank the dividend for the future“.

Awardsthe FSeMC is an ideal venue to recog-nise individuals of particular merit in the industry, and several awards were made early on in the conference. As reported

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in CAt 5/2010, professor Dave White, Chief Scientist at thales, was awarded the edward A. Link Award in recognition of his innovative approach to training devices. Dieter Bunge of Lufthansa was awarded the Roger S. Goldberg Award for his long term efforts in building up the FSeMC, particularly in the non-native english speaking world.

networkingNaturally at such an event the work was not just confined to the conference hall. In both the exhibition hall and during the associated social events organised by the principle hosts thales and with the additional sponsors of Airbus, CAe and Mechtronix, the energy levels were high as the debates continued. It was encour-aging not only to see familiar faces, but

also welcome many new organisations to the event.

the 16th Annual Flight Simulator engineering and Maintenance Confer-ence (FSeMC) Report, as well as the Conference presentations are now avail-able on the web. these FSeMC products can be downloaded from the following URL: http://www.aviation-ia.com/fsemc/reports/index.html

the next FSeMC will take place in orlando, Florida on September 12-15th 2011. cat

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Some 20 nations were repre-sented and speakers were from Regulatory Authorities, airlines

and other aircraft operators, aircraft and simulator manufacturers, training pro-viders, ALpA, IAtA, and members of the RAeS Council, Learned Society Board (LSB) and the Flight operations and Sim-ulation Groups of the Society.

Harlan Sparrow, Manager of the FAA National Simulator program (NSp), said that until recently, simulator standards were based on Advisory Circulars (ACs) rather than Federal Aviation Regulations (FARs). the use of ACs allowed the FAA to accept international standards such as european JAR-StD and ICAo 9625 as an “alternate means of compliance”. However, the FAA decided that it was time to change the “advisory” status that had existed since the 1980s, and FAR part 60 was published in october 2006. Implementation was delayed to harmonize to the latest international standards, and change 1 to part 60 became effective as a final rule in May

2008. existing flight simulation train-ing devices (FStDs) retain “grandfather rights”, and must continue to meet the standards in which they were originally qualified (AC 120/1, etc.) For FStDs being purchased, a two year grace period applies for part 60 compliance. However, some part 60 sections are applicable to all simulators, regardless of qualification date. Harland Sparrow’s advice was to start with the premise that they all apply and then look for exceptions. part 60.23 introduces a new FStD directive process, enabling the FAA to mandate changes where “safety of flight” issues apply. the process will probably be similar to that for Airworthi-ness Directives, requiring notice to be given under NpRM procedures.

Looking at flight training devices, the lower-capability FtD Levels 1-3 do not exist under part 60 but will be evaluated by the FAA AFS-800 office as advanced aviation training devices (AAtD) or basic aviation training devices (BAtD) under a new AC 61-136. the NSp will

continue evaluating Level 4-6 FtDs and a new Level 7 FtD for helicopters has been created.

Bob Graham is Head of Concept Strategy and Development for the €2.1 billion Single european Sky AtM Research programme (SeSAR). this involves some 300 projects and 3000 people in 2011. the four SeSAR goals are (1) handle three times the traffic, (2) improve safety by a factor of 10, (3) halve AtM costs, and (4) reduce environmen-tal impact by 10% per flight. times-cales are 2013 for completion of target setting, 2017 for design, validation and assessment, and 2020 for deployment. A picture of traffic in the cockpit will use the tIS-B (traffic Information Services – Broadcast) function of the GpS-based ADS-B (Automatic Dependent Surveil-lance – Broadcast) system. Interoper-ability was important, particularly with the US NextGen system, also ADS-B-based. Finally, it was said that discus-sions with several other countries were taking place, including Brazil, Canada, China, India, Japan and Mexico.

Dr Annette Ruge, manager of the eASA Flight Crew Licensing (FCL) department, said that a Notice of pro-posed Amendment (NpA) for eASA FCL (“part-FCL”) had resulted in some 10,000 comments. the result had been a “Comment-Response Document” (CRD) published in April 2010. It had been agreed to closely follow previous JAR-FCL procedures, ICAo Standards and Recommended practices (SARpS), exist-ing european Union legislation and, for new areas, national rules. For the large numbers of GA and other light aircraft, “proportionate rules would be applied to avoid undue burden”. In the CRD, there is a definition for a “Cruise Relief Co-pilot” for long flights, and the age limit for Commercial single pilot opera-tions has been set at 60. In some cases, it was said that it may be necessary to file a “difference” with ICAo. on third-country licences and ratings, credit will be given for ICAo Licences and a third-country rating could be included in an eASA FCL licence, to apply to third-country aircraft.

the next RAeS conference is the “Spring 2011 Flight Simulation Confer-ence: the World outside the Aircraft – Simulating the operational environ-ment”, which will take place 8-9 June 2011. cat

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potential improvements in training programmes, licensing and regulations for fixed and rotary-wing aircraft were examined at the recent RAeS Flight Crew training conference reports Ian Strachan.

The Global Market Place: The Challenges for flight Crew Training

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Flight simulator news

B787 Training Suite Launched at London Gatwick – Boeing Training and Flight services have launched a 787 training suite at their london Gatwick campus. The training suite comprises of a full flight simulator, flight training device, desk top trainers and a door trainer, and covers flight crew, mainte-nance and cabin crew training.

To match the technology and effi-ciency of the new Boeing 787, Training and Flight services has designed a new training program that is efficient, effec-tive and environmentally progressive. The training program uses advanced simulation tools and training devices to ensure that pilots and mechanics are ready to fly and maintain the 787 and, in the process, takes advantage of new technologies that reduce electrical consumption and virtually eliminates the need for paper used in traditional training courses.CAE FFS Sales – CaE has sold two full-flight simulators (FFs) worth more than C$25 million: an a320 to sichuan airlines Group and another a320 to an undisclosed customer.

This is the first time CaE has sold simulation equipment to sichuan, a Chi-nese airline that operates an extensive network of domestic and international services. The a320 FFs will be delivered to sichuan airlines Training Centre in Chengdu, in southwestern China by the end of 2011 and will be qualified to applicable level D flight simulation training device standards by the Civil aviation administration of China.

Compiled and edited by the CaT editorial team.

For daily breaking s&T news - go to www.halldale.com.

seen&Heard

above

Boeing Training and Flight services’ new

training suite includes a 787 door trainer.

image Credit: Boeing.

FSI Embraer 170/190 FFS – Flight-safety international has announced that the company’s Embraer 170/190 interchangeable flight simulator located at the learning Center in st. louis Mis-souri, has been qualified to level D by the Faa. The simulator is equipped with the company’s electric motion and con-trol loading technology and advanced ViTal visual system.

Flightsafety provides training for Embraer aircraft at nine locations using a fleet of 24 full flight simulators and other advanced training devices. This includes the recent addition of amster-dam, Curitiba in Brazil, singapore and Zurich.Precision Flight to Use D-BOX – D-BOX Technologies inc. has signed an

agreement for Precision Flight Controls to offer D-BOX’s motion technology as an option for all new cockpit sales and as a retrofit option for units sold.

The precision-engineered D-BOX motion system enhances Precision Flight Controls flight simulation environ-ment and allows it to offer ‘seat of the pants’ motion cueing found in higher level flight training devices, according to Mike altman, chief executive officer of Precision Flight Controls. The addi-tion of motion adds the type of realistic feedback the company was looking for so pilots could experience the feel of roll, pitch, yaw, turbulence, stall and more.Opinicus Training Devices for ProFlight and US Airline – Opinicus Corporation has won contracts with ProFlight, llC for a Cessna Citation CJ3 level D full flight simulator and a suite of scalable CJ3 training devices and with a Us airline for an Faa Part 60 level D a300-600 FFs.


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The ProFlight CJ3 FFs will be quali-fied level D under Faa Part 60 and will include some enhanced features that will also make it compliant with the new Type 7 FsTD, which is the highest level of simulator in the latest international FsTD standard recently published by iCaO. ProFlight developed a new propri-etary training methodology that will be introduced with its Cessna Citation CJ series training program. The Opinicus high fidelity simulator and training devices are being designed with unique features to complement ProFlight’s training techniques.

Pilot selection

Symbiotics Pilot Selection Tool IATA Compliant – symbiotics ltd. has presented aDaPT©, a candidate selec-tion tool which is fully compliant with and exceeds the new guidelines detailed in the iaTa “Guidance Material & Best Practices for Pilot aptitude Testing”. symbiotics’ approach to selection can be adjusted to address variations in cul-ture, experience, aircrew roles, platform types and airline management models. aDaPT provides a highly detailed and relevant prediction of how individu-als may perform in different situations and how they will develop and mature within an organization.BALPA Warns of UK Pilot Shortage – The British airline Pilots’ association

(BalPa) has gone on record warning there will be a shortage of airline pilots within the next few years because of the shortage of pilot training funding. “Once, young people could enter the profession through airline sponsors,” said Captain Mark searle, BalPa chairman. “But now they have to fund their own initial train-ing which can cost up to £100,000.”

and it doesn’t stop there, accord-ing to BalPa, which contends that once trainees have their basic license they increasingly have to find another £25,000 to £35,000 to pay for building their experience at the controls of a big jet and get their type rating.flydubai Signs with CTC – flydubai has signed a three-year contract with CTC aviation Group plc to help recruit pilots for its expanding fleet. The airline has 41 aircraft scheduled to arrive in the next five to six years, an expanding route network, and a requirement to recruit 140 pilots annually over the next three years.Australia Pilot Training Require-ments – The australian senate is con-sidering having its country follow suit with the Us Federal aviation authority’s mandate requiring commercial airline pilots to have 1500 hours of flying-time experience. Currently in the phase of obtaining information, the senate is gathering insight on such issues as pilot experience requirements, the conse-quence of any reduction in flight hour

requirements on safety, and the Faa’s requirement of a minimum of 1,500 flight hours, due to come into effect august 2013, before a pilot is able to operate on regular public transport services and whether a similar mandatory require-ment should be applied in australia.More African Pilots – a new crop of aviation workers for south africa and the continent are to be trained, thanks to an agreement between the Depart-ment of Transport and the international Civil aviation Organisation (iCaO).The agreement, signed by Transport Minister sibusiso ndebele and iCaO secretary-General Raymond Benjamin in Montreal, Canada, is expected to produce much-needed new pilots, aircraft engineers, air navigation officers and all related aviation sector workers.

iCaO and the Department of Transport have agreed to jointly develop and implement an aviation training plan for south africa, which would be implemented from 1 October 2010 to 30 september 2015.

Flight school news

Aerosim Chinese Student Pilots – Fifty-six new international student pilots from the Civil aviation Flight University of China (CaFUC) will begin training at the aerosim Flight academy in novem-ber. The students will train in the Us for eleven months and then will return to

During the course of the usual Heads of Training meeting at EaTs 2010 held in istanbul the various training organisa-tions present agreed to establish iPPTG, a group formed solely to ensure that future professional pilot training regula-tion in Europe was commensurate with industry needs and aviation safety. This Group has now been formalised as a part of ECOGas, an already established and recognised body within Europe.

in fact this group has existed for about 18 months functioning as a focal point for those involved in the industry and to establish links with Easa, the European Commission and European MPs. Originally with some 14 members this has now been expanded to over 50 members bringing together for the first time all those parties involved in the

professional pilot training industry from FTOs through TRTOs to airline training departments and providing a primary point of contact for the regulators with the industry. During this period some notable successes have already been achieved but there are many outstanding issues which are to be resolved working with Easa rather than in opposition.

The Group has a remit to work closely with both aEa and iaaPs to ensure a common position and is open to all involved in training and recurrent training for the professional aviation industry.

The meeting in istanbul agreed that its business would be conducted by electronic means with an annual forum to be hosted by the EaTs organisers, Halldale Media, at each European airline

Training symposium (EaTs) meeting.initial chair of the group will be

Peter Moxham with full time staff located at the BBGa offices in Brill, United Kingdom. For further information and membership enquiries please contact Peter Moxham at [email protected]. Membership Fees are nominal but are important to meet travel costs since most decisions are actually made in Cologne and Brussels. These are set at €750 per annum and no salaries are paid to the elected officials.

The Group is firmly of the opinion that industry is best served by a Europe-wide membership covering all issues from initial training to recurrent training and will build on the existing founda-tions to further the industry’s needs and objectives.

International Professional Pilot Training Group (IPPTG)

China to fly large commercial aircraft such as the B737 and a320 for various Chinese airlines, including shandong airlines and Dong Hai airlines. Oxford Refurbishes LGW Training Centre – Oxford aviation academy has officially launched their recently refur-bished london Gatwick Training Centre. The new development has also enabled the addition of another simulator bay which will house a brand new a320 simulator. The Thales-manufactured device is built to airbus 1.5.0 standard and holds JaR FsTD a level D approval. The official opening was attended by a wide range of local and international airline customers, industry suppliers and associate companies. The refurbishment has modernized the centre’s facilities for all customers and flight crew who train with Oaa. CTC Makes Garmin 1000 Standard – CTC aviation Group has taken delivery of three new aircraft at its Crew Train-ing Centre in Hamilton, new Zealand. The three new Cessna aircraft have been specially fitted with Garmin 1000 flight instruments. With the delivery of the new aircraft, CTC will replace older aircraft and make the Garmin 1000 its training standard.

“The introduction of the Garmin 1000 flight deck to our single-engine fleet means that pilots are introduced to airline equivalent technology at a much earlier point than usual,” explained Captain Woodward, head of CTC Wings and executive director of CTC aviation. “These instruments replicate the exact experience our cadets will have once they graduate and begin flying a jet airliner.”Phoenix East Aviation First to Add ADS-B – Phoenix East aviation, inc. is adding Dependent surveillance-Broadcast (aDs-B) systems on its fleet of training aircraft, the first independent flight training academy in the Us to get the system. The technology is part of the Us next-Generation air Transporta-tion system. aDs-B-equipped aircraft determine and then broadcast their positions to ground stations and other aircraft. Position data is derived from a global navigation satellite system or an aircraft’s inertial reference system. aDs-B provides accurate information and updates to airspace users and air traffic controllers and is an important safety and efficiency enhancement.

Premair 757/767 Flight Training – Premair, inc. has received provisional approval by the Faa to deliver 757/767 pilot training for both airlines and corporate operators. Premair’s training curriculum allows qualified students to complete their recurrent training in as few as one day and type rating in six using Premair’s online ground school training.

Premair is based in seattle, and has satellite training locations in both las Vegas and Miami and can tailor its train-ing curriculum to fit almost any pilots needs, based on their experience and time in a particular aircraft.Cabair to Provide Flybe Ab-Initio Training – Cabair has been selected by Flybe, Europe’s largest regional airline, to be its key training partner for the provision of ab-initio airline pilot train-ing programmes at the new world-class Flybe Training academy opening at Exeter international airport in Decem-ber. Cabair will provide Flybe with all facets of ab-initio airline pilot training to incorporate the type ratings of aircraft operated by the airline.New SAFA Diamond Aircraft – The saudi aviation Flight academy (saFa) has taken delivery of its first two training aircraft – Da40 nG single-engine train-ers – from Diamond aircraft industries. These trainers are the first two of 20 training aircraft and 12 technically advanced flight training devices. saFa will receive 12 more Da40 nG single-engine trainers over the next five years, along with six Da42 nG aircraft.CAPA Aeropark for India – in a substantial new australia-india initia-tive, sydney-based Centre for asia Pacific aviation (CaPa) and subra-manya Construction & Development Company (sCDC), have signed a joint venture agreement to develop CaPa aeroPark. This world first integrated aviation university and training cam-pus, which will see an investment of Us$125 million, will be developed on a 50 acre site in Bangalore, with satellite academies in Delhi and Mumbai. There are plans for further roll-out to other metro cities across india, south asia and the Gulf.Bahrain Academy Gets Approvals – Gulf aviation academy (Gaa), Bahrain’s first aviation training academy, has been approved as a Type Rating Training Organisation (TRTO) by the Bahrain


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Civil aviation affairs (BCaa) and the United Kingdom Civil aviation author-ity (UK Caa) to operate as a TRTO for conducting Type Rating training programmes.

The academy was also awarded BCaa as well as Civil aviation authority international (Caai) initial safety Train-ing (Cabin Crew) Organisation accredi-tation for training cabin crew and is the first training academy outside Europe to receive such accreditation from the UK based Caai. Gaa now provides simula-tor training and type rating courses on airbus a320 and a330/a340 aircraft, multi-crew cooperation courses (MCC) and the training of cabin crew at their training facilities at Bahrain interna-tional airport.More Students at Pilot Training College – Pilot Training College has seen a notable increase in the number of overseas students living and studying in Waterford, ireland, as well as at its base in Florida, Usa. 230 people attended the recent PTC 2010 international Gradu-ation Ceremony and aviation Ball held in ireland, when the ‘Class of 2010’ of PTC graduates were awarded their ‘wings’. The graduates were given their parchments by record breaking space walking cosmonaut and Director of the aerospace agency of Republic of Kazakhstan, Major General Talgat Mussabayev who was keynote speaker and part of the twenty strong air astana delegation which travelled from Kaza-khstan to celebrate in the achievements of its graduate pilots.Ethiopian Expands Training Acad-emy – Ethiopian airlines is to sign a $46.9 million soft loan agreement with agence Français de Développement (aFD), which has been in the making since 2008, for the expansion of its avia-tion Training academy. The plan is to make the academy a standalone service offered by the airline.

as part of the new strategy to turn the airline into Ethiopian airlines Group, a holding company with subsidiary companies, the airline aims to make the aviation academy one of such subsidiary companies. in line with this strategy as part of the new management restructur-ing, following the retirement of Girma Wake, who has served the airline since 2004 as chief executive officer, a new vice president position has been created for the aviation academy.

A320 50 ChinaAvnSupplies

A320 30 BOCAviation

A321 6 Transasia

A330-300 2 Transasia

A330 6 ChinaAvnSupplies

A330-200 10 HongKongAirlines

A350XWB 10 ChinaAvnSupplies

A350XWB 15 HongKongAirlines

A380 4 Skymark

B737-800NG 1 MidwestAirlines

B737-800NG 30 SpiceJet

B777-300ER 22(12opt) SaudiArabianAirlines

B777-300ER 8 BOCAviation

EMB190 48(24opt) RepublicAirways

Chall300 5 DonghaiJet

CRJ900 5 EstonianAir

C919 10 GECAS

Commercial Aircraft sales October 11- November 18 2010

Aircrafttype Number Operator/Buyer

monitor units, for an engineering simula-tor in le Haillan, France.

CRT displays are still in use by many training facilities and Rsi designed an upgrade solution that will allow users to retain existing WaC optical systems, but incorporate new digital projection tech-nology. The “Viper ii” projector monitor solution can be used on new WaC opti-cal systems or fitted to any existing WaC window optical system. The new moni-tors can bring level D type performance to any full flight simulator when coupled with the Rsi RasTER XT image genera-tor. Rsi’s contract from Baa calls for complete visual system upgrade for their B737-300/400/500 full flight simulator in Vilnius, lithuania

english language Training

Oxford Launches New English Lan-guage Test – Oxford aviation acad-emy (Oaa) has announced the launch of the English Test for aviation (ETa). Developed jointly by Oaa and aviation English language training specialists, emery-roberts (ER), and in consultation with independent experts in the field of language testing, the ETa is a high qual-ity language test for private, commercial and airline transport pilots.

approved for iCaO proficiency test-ing by the UK Civil aviation authority and other national authorities, the ETa provides users with an innovative and highly effective measure of the full range of English language abilities required for safe radiotelephony communications.

Upset Training

DMU Upset Training Project – Pilots will be better prepared for dangerous flight conditions thanks to a new simula-tion research project being created in association with DeMonfort University leicester (DMU) in the UK. Research-ers aim to improve flight simulators to help pilots when they face unusual but potentially catastrophic crises. The project, ‘simulation of Upset Recovery in aviation’ (sUPRa), is a multi-million pound international consortium between nine organisations.

DMU is leading the part of the project responsible for creating a mathe-matical model which will be used by the simulator program to replicate hazard-ous situations as realistically as possible.

Training services

FSI Expands Embraer Training Services - Flightsafety international is expanding the training services it provides to Embraer aircraft operators in Europe, asia and south america. The company now offers training services for the Embraer 170 and Embraer 190 air-craft in singapore using a level D quali-fied interchangeable full flight simulator. an aircraft cabin fuselage outfitted with passenger seating, emergency exits, cabin door and slide is also available for crew emergency training.

an Embraer 170/190 interchange-able simulator is also available for training in amsterdam along with a virtual procedures trainer for instructor led or self-paced learning. in addition, an Embraer 170 simulator is available for training in Zurich.

Visual systems

RSI Visual System Upgrade Con-tracts – Rsi Visual systems has won two contracts to provide system upgrades – one by Thales avionics and the other by Baltic aviation academy (Baa). Rsi will provide Thales avionics with a WaC optical display system, com-plete with Rsi Viper ii digital projector

of mission-specific and scenario-based programs.

The device allows for emphasis on maneuvers and scenarios not safely or realistically suited for the aircraft, such as engine fires, loss of tail rotor effective-ness and starting problems such as hot or hung starts. FSI Vital X for Helicopter Sims – Flightsafety international has completed installation of its ViTal X visual systems in its fleet of full flight simulators and new level 7 qualified flight training devices for helicopters manufactured by Bell, Eurocopter and sikorsky, and intro-duced new visual database enhance-ments for the ViTal X system.

ViTal X is optimized for train-ing low level flight operations. it offers increased scene content, improved weather features, enhanced levels of detail for optimum cueing, and the abil-ity for helicopter pilots and crews to be completely immersed.Group 3 Alaska Flight Training Facility – Group 3 aviation inc. has announced the grand opening of its new satellite helicopter flight train-ing and commercial helicopter service facilities in anchorage, alaska. Group 3 aviation alaska is currently the only Faa approved Part 141 helicopter flight training facility in anchorage. The new facility will offer schweizer 300CBi and R44 helicopter training. Group 3 aviation is an Faa approved Part 141 flight train-ing facility and Part 135 charter service with main headquarters at the Van nuys airport (Vny), with Part 133 External load certification pending in all training requirements.CAE AS 350 Ground School e-Learning – CaE announced at the Helitech Europe conference that it has received Us Faa approval to deliver the pilot training ground school for the Eurocopter as350 helicopter through a CaE simfinity™ e-learning program, allowing pilots to reduce their time at the training centre for both initial and recurrent training.

Business Aviation Training

CAE Expands Global BA Network – CaE is expanding its global busi-ness aircraft training network for pilots and maintenance technicians with the addition of two new full-flight simula-tors (FFss). The Emirates-CaE Flight

in order to do this, the DMU team, with colleagues at Central aerohydrodynamic institute (TsaGi) in Russia, will be using extensive experimental data obtained from wind tunnels to develop the model.CAE and APS Upset Recovery Course – CaE and aPs Emergency Maneuver Training are jointly offering an online computer-based training course designed to improve the ability of busi-ness jet pilots to recognize, avoid, and if necessary, recover from loss of control in-flight (lOC-i) flight situations.

The CaE-aPs e-learning course is based on Us Faa recommendations contained in the airplane Upset Recov-ery Training aid (aURTa), Revision 2. The air line Pilots association’s (alPa) Human Factors and Training Group and the alPa Training Council announced recently its support for “enhanced academic requirements ... on approach to stall, impending stall, full stall and abnormal flight conditions,” including utilization of the aURTa “as a validated and appropriate guide for upset recovery training.”

Helicopter Training

Eurocopter Training in China – Eurocopter has signed a Memorandum of Understanding with the Civil aviation University of China (CaUC) for ab-initio pilot training activities that will result in an intensification of training for future helicopter pilots. The agreement will also lead to the establishment of a work-ing group to determine a timeline for different areas of cooperation.

The agreement will allow China to establish a resource of qualified heli-copter pilots and consolidate the local infrastructure for rotary-wing operations, according to Wu Tongshui, President of CaUC. CaUC is a Tianjin-based national university, and is one of the largest avia-tion training schools under the authority of the Civil aviation authority of China (CaaC).FSI Bell 407 FTD Level 7 Quali-fied – Flightsafety international’s Bell 407 flight training device (FTD) has been qualified to level 7 by the Federal aviation administration (Faa). The new training device is installed at Flight-safety’s learning Center in lafayette, louisiana, and will be used during initial type training, recurrent training, inad-vertent iMC training, and a wide variety


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Training (ECFT) in Dubai ordered a new CaE 7000 series FFs for the Das-sault Falcon 7X aircraft and the CaE north East Training Centre in Mor-ristown, new Jersey, near new york City, will install a CaE 5000 series FFs for the Cessna Citation sovereign in mid-2011.

CaE also announced that its new CaE series 5000 Dassault Falcon 50EX FFs located at CaE simuFlite in Dallas, Texas has been qualified to level D by the Us Faa.First FSI Gulfstream G650 FFS – Flightsafety international has com-pleted engineering development and production of the first Gulfstream G650 aircraft flight simulator and will install it at the Flightsafety learning Center in savannah, Georgia in December. in addition, Flightsafety’s first Gulfstream G250 aircraft simulator is nearing com-pletion and is scheduled to be delivered to the savannah learning Center in april, 2011.

The new Gulfstream aircraft training programs will feature advances such as iFlightDeck, a web-based training tech-nology that provides operators with an interactive touch screen representation

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Airline TrAining ProfileFlybe – A New Way To Go?PiloT TrAining

US Primary Flight Schools Feel Impact Of Economy TrAining Technology

The Great Black Hole Of Aviation Training

PiloT TrAiningMPL – The Air Berlin Experience

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of the aircraft’s flight deck and online access to both Gulfstream and Flight-safety training manualsHawker Beechcraft Course EASA Certified – Hawker Beechcraft Corpo-ration (HBC) and Flightsafety interna-tional have received approval to conduct theoretical and practical, hands-on technical training to support the Hawker 125 series business jets from the Euro-pean aviation safety agency (Easa). The authorization paves the way for HBC and Flightsafety to provide their MxPro Regulatory maintenance training to technicians who, upon completion of the course, will be certified to perform maintenance on the Hawker 750, 800, 850 and 900 models.Opinicus King Air C90 FFS Quali-fied – Opinicus’ Beechcraft King air C90 full flight simulator has been granted level C qualification by Transport Canada. it is Opinicus’ second King air FFs to receive level C qualification and the first to be level C qualified by Transport Canada (TC). The simulator was deemed “Ready for Training” and is being heavily used by Transport Canada, Ottawa, for its C90 pilot training program.

SimCom JetPROP DLX Training – simCom Training Center has added JetPROP DlX training to its portfolio of pilot training services and an interna-tional Operations Course. The JetPROP is an after-market turbine engine con-version of the piston powered Malibu/Mirage. Courses include a 5-day initial and a 3-day Recurrent training at sim-Com’s Orlando, Florida, facility utilizing simCom’s Meridian simulator. CAE Flight Options Contract Renewal – CaE has signed a $15 million five-year contract renewal with Flight Options for pilot training services cover-ing six fleet aircraft types - including the Beechjet 400a, Cessna Citation X, Hawker Beechcraft 800XP and 800 XPi, and Embraer legacy and Phenom 300.

The training will be conducted at CaE simuFlite in Dallas, Texas and the CaE north East Training Center in Morristown, new Jersey. Embraer CaE Training services (ECTs), a joint venture of Embraer and CaE, will provide the Phenom 300 training in Dallas. Flight Options has had an exclusive training agreement with CaE for its pilots since 2004 and for its maintenance techni-cians since 2007.


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Maintenance Training

FSI Extends P&W Engine Train-ing – Flightsafety international has expanded its locations for Pratt & Whitney Canada engine training to australia, Brazil, China, singapore and south africa. This is in addition to loca-tions in north america and Europe that will offer Pratt & Whitney Canada engine training. Flightsafety provides advanced technology-based maintenance training for the full range of Pratt & Whitney Canada products including Turboprop, Turbofan and Turbo-shaft engines. Al-Salam Maintenance Training Academy – Riyadh-based al-salam aircraft Co. is to transform its training center into a business-oriented acad-emy to train saudi nationals in aircraft mechanics. “Currently we are producing about 50 highly trained saudis in aircraft mechanics every year from our train-ing facility established in 2001,” said Mohammed n. Fallatah, president and CEO of al-salam aircraft Co. “However, the feasibility study has been completed to transform our training institute into a fully-fledged academy, which will serve as a business unit for the company.”

ATC Training

MPS Sims Feature Adacel’s Interac-tive ATC – European flight simulator manufacturer Multi Pilot simulations b.v. (MPs) will be offering adacel’s aTC interaction as an option on its devices, so pilots will be able to include auto-mated air traffic control in their training.

at the European airline Training symposium (EaTs) in istanbul, Turkey, MPs managing director Dick Verburg said his company would install its first adacel aTC in a Box (aTCiB) system on a Boeing 737-800 simulator in Holland. He also said MPs and north american based adacel signed a Memorandum of Understanding to offer the aTCiB system on any MPs simulator.

Fatigue Awareness Training

New FAA Fatigue Video – The safety of national airspace depends on aviation workers who are alert. Faa Flight standards, the Civil aerospace Medical institute, and the Chief scientist Program have joined forces to offer new fatigue awareness training.


in september 2010 the University of Zilina hosted the first training conference for the former East European states which was held at the Holiday inn in the city of Zilina, slovakia. Peter Moxham provides a report.

This university has long had its own Professional Pilot Training department which produces Jaa aTPl licence holders through their Faculty of Transport. This part of the University is led by Professor Kazda with the help of a fully Jaa approved organisation.

For some years Professor Kazda has been aware of the need for an exchange of ideas among those states that have changes from the previous political regimes to the new EU way. This event was the first attempt to bring these ideas to fruition.

The event was well attended with delegates and speakers from amongst the region – indeed there were only two other persons present from the western part of Europe – a big step forward.

During his introduction, Professor Kazda made it clear that this was a first, but not the last event of its kind and it was pleasing to note that Gerda Pardatscher brought Easa to the event giving an update on where Easa now stood with regard to the introduction of Easa FCl. slovakia, like nearly every other country repre-sented in the room is a member state of Easa and therefore this paper did meet a need for spreading the Easa word to those present.

There followed a number of technical presentations on training aircraft. in days gone by the former Czechoslovakia had produced a wide range of very advanced and successful aircraft. These presentations proved that the aircraft manufacturing industry in the region is far from dead. The aircraft now produced, form the fleets of the training schools established throughout the region and are meeting the indus-try’s requirements.

as with the whole world, much attention was given to pilot selection. a par-ticularly interesting paper presented by indre sveistryte from the Baltic aviation academy proved that this subject is still key to all future training programmes.

Unusually for a training conference the first day ended with a visit to the Zilina training base at the local airport where the various training aircraft were presented and demonstrated, and all then boarded coaches to take us to a reception in true slovakian style and held at Bytca Castle – an unforgettable event which certainly showed that life is far from dull with much singing and dancing – a great end to an excellent first day.

Day 2 of the conference looked at the demand for pilots and reviews from other training organisations in Poland, Czech Republic and other former East European states with the whole event concluding with the discussion of training methods and technology and a summary of the whole programme.

This was a well prepared event with all the right ingredients and a lot of hard work for the very small team from the University of Zilina who did so much to make it a success. The next conference is planned to take place in Zilina, slovakia, on the 4th and 5th October 2011 and will be supported by CaT Magazine.

The package, released in late Octo-ber, includes a 20 minute fictional video, entitled “Grounded” and a 90 minute interactive training program with exam. The new training is supplemented with additional support materials and includes tools to assess the short-term and long-term impact of the training program.

The training package will be avail-able to earn credit on the FaasT awards program beginning in January 2011. The primary audience is maintenance and engineering personnel, however the

video and other training is applicable to general audiences.

evidence-Based Training

prodefis Presents COMPAD ATQP – at the recent EaTs (European airline Training symposium) 2010 in istanbul, prodefis presented the latest version of COMPaD® aTQP, a fully integrated system for airlines applying for evidence based training.

it allows a totally paperless proc-ess covering automatic generation of

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2–3 February 2011Future MRO in Civil Aviation london, UKwww.smi-online.co.uk/events/overview.asp?is=1&ref=3503

23-25 February 2011New Learning Technologies Conference Orlando, Florida, Usawww.salt.org

24-26 February 201122nd Annual International Women in Aviation Conference Reno, nevada, Usawww.wai.org/11conference

5–8 March 2011HELI-Expo 2011Orlando, Florida, Usawww.heliexpo.com

12-14 April 2011 MRO AMERICAS 2011Miami, Florida, Usawww.aviationweek.com/events/current/mro/index.htm

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electronic sheets, in-flight and in-sim-ulator grading of trainings and checks on touch-screens, automatic update of qualifications as well as automatic generation and transmission of author-ity forms.

Courseware

Pelesys e-Learning for Air Berlin – Pelesys learning systems inc. has been selected to provide its enterprise wide e-learning and training solution to air Berlin. The agreement also covers other airlines in the air Berlin group, including Belair, Flyniki, lGW and lTU. air Berlin will use Pelesys’ Galaxy e-learning solution.

Pelesys will also provide tailored training software and courseware for air Berlin’s flight operations compli-ance training – including Pelesys’ entire library of GOs courses such as RVsM, low visibility, dangerous goods plus 18 others.Avsoft A320 CBT Course – avsoft has released its new a320 aircraft systems computer based training (CBT) course that has 28 modules and provides approximately 35 hours of instruction. The a320 CBT makes extensive use of simulations, inter-activity, and videos. it is available for home or training center use and can be downloaded directly into a computer or UsB drive.Avsoft CBT for Nordic Aviation – nordic aviation & Flight academy (naFa) in Gothenburg, sweden has selected avsoft’s a320 and B737-300/500 courseware for use in its pilot training program. The courseware will be delivered through avsoft’s Portable Classroom for distribution to naFa’s students.CPaT SKYEBROWSER to Avianca – CPaT has supplied avianca s.a, based in Bogota, Colombia, with sKyEBROWsER, which delivers legacy CBT or desktop simulation programs over the web or phone data service without the need for expensive and unnecessary courseware conversion.

sKyEBROWsER provides dis-tributed learning from existing lMs systems to be made to any PC, Mac, iPad, iPhone, iPodtouch, netbook, Droid phones or HP slate among others. any legacy PC courseware such as author-ware, Flash, shockwave, Toolbook, and

desktop simulations can be delivered via sKyEBROWsER with no conversion.CPaT Training Programs for Canadian North – Canadian north in yellowknife, northwest Territories, has introduced CPaT’s B737-200, B737 Classic and B737-200 to 300 differences flight training computer-based training (CBT/WBT) courses into its pilot training curriculum. CPaT is also providing the use of CPaT’s learning Management system (lMs).

Gerald skocdopole, Canadian north Chief Pilot – B-737, said this training is cost effective and valuable from the flight crew’s point of view. cat

February 23-25, 2011Orlando, Florida

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Register Online at www.salt.org

For over 35 years the Society for Applied Learning Technology® (SALT®) has sponsored conferences which are educational in nature and cover a wide range of application areas such as e-Learning, web-based training, mobile learning, interactive multimedia in education and training, learning management systems (LMS), instructional systems design (ISD), and performance support systems. These conferences provide attendees with an opportunity to become familiar with the latest technical information on applications, technologies, and on methodologies for implementation. In addition, the conference provides a venue for interaction with other professionals in the field.

February 23-25, 2011Orlando, Florida

Society for Applied Learning Technology® Phone: (540) 347-0055 Fax: (540) 349-3169 Email: [email protected]

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Featuring Application Descriptions on: • Gaming & Simulation for Training & Job Performance Improvement• Knowledge Management Systems• Mobile Learning• New Technologies & the Marketplace• Virtual Worlds• Social Media

2011

Training, Education and Job Performance Improvement

Who Attends: • Decision makers involved in the selection

and implementation of technology-based solutions for training, education and performance support.

• Corporate and Industrial Trainers• Government and Military Professionals• Academic University Professionals

SPonSorEd by

Register Online at www.salt.org

For over 35 years the Society for Applied Learning Technology® (SALT®) has sponsored conferences which are educational in nature and cover a wide range of application areas such as e-Learning, web-based training, mobile learning, interactive multimedia in education and training, learning management systems (LMS), instructional systems design (ISD), and performance support systems. These conferences provide attendees with an opportunity to become familiar with the latest technical information on applications, technologies, and on methodologies for implementation. In addition, the conference provides a venue for interaction with other professionals in the field.

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CAT Magazine - Issue 6/2010

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Transcript of CAT Magazine - Issue 6/2010