Post on 04-Apr-2018
EBACE 2008
Presented byPresented by
Captain Robin PurseyDirector Flight Operations
Executive and Private Aviation
Synthetic Training within the EASA changing ruleschanging rules
Training programs
• Initial trainingAb-initio training of cadet pilots to “frozen” ATPL stage
• Transition training to first or new typeType specific trainingType specific training Limited scope to change
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• Recurrent training Changes required to replace old ideas of box ticking with real safety enhanced training methods and concepts
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Initial – ab-initio training
• Huge shortage of young pilotsAirlines are not investing in new pilots (sponsorship)E i ti t i i i b d ld id t t d f tExisting training is based on old ideas not current and future requirements
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Why MPL
• Focus on the Single Pilot• No competency criteriap y• New technology not full utilised• Need to train TEM and CRM
Airline IOE e perience e tra training• Airline IOE experience – extra training
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Existing Courses
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Industry View
competence
O ti l t i i li i t
AbAb--Initio TrainingInitio Training
Operational competence in an airline environment (strategic skills)
ExistingCompetence development
License requirements
ExistingOperationalRisk
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License requirements(tactical skills)
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Airbus Flight Crew Training
Propeller Airbus Pilot Instructor
aircraft pilots
Airbus Pilot
Instructor Courses
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Transition
Phase 4
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Ab initio
Phase 3
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Phases 1 & 2
Airbus - MPL Licence Issue
IOE
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A320
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Airbus ReferenceStandard
A320 Phase 3
programme
Pilot Transition
APT 2
Specific IOE
programme
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MPL DevicesIOE
JAA FNPT I/BITD
E-training and
JAA FNPT II MCC
Generic
JAA Level B +Multi-engine multi pilot
turbine
JAA Level C / D
Enhanced daylight
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E-training and part tasking
devicesAircraft JAA FNPT I/BITD
Generic multi-engine
turbine powered
aeroplaneM lti
Daylight visual 180 x 40
deg
ATC i t
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systemATC
environment i l ti
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environment simulation
simulation
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Phase 3 Device
JAA Level B + (motion)Multi-engine multi pilot turbine
Daylight visual 180 x 40 deg
Type Specific DeviceTraining is not type specificTraining is not type specific
Type Specific DeviceTraining is not type specificg yp pATC Environment Simulation
g yp pATC Environment Simulation
g yp pATC Environment Simulation
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The MPL phase III structure
Airbus MPL III structure (project)
3 4 6 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 121 2
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Jet FamJet Fam Instrument Instrument Basic Basic Engine Engine Advanced Advanced LOFTLOFT
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outout LOFTLOFT
5 k5 k 12 4 h12 4 h
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5 weeks 5 weeks –– 12 x 4 hours12 x 4 hours
The MPL phase III principles
Airbus MPL III project:
a five week course including 12 simulator sessionsa 3 trainee team: 1 PF, 1 PNF and 1 observer,a 48 hour training (credits for 32 hours as PF+PNF)a generic medium-weight jet training
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crew coordination reinforcement with threat and error management and development of situation awareness
Line oriented flight training (6 loft sessions included)
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MPL/ELT main characteristics
• Reinforced synthetic training, analytical training reduced toReinforced synthetic training, analytical training reduced to minimum – simplified procedures
• Reinforcement of decision making, situation awareness and threat management (continuous exposure to threats)and threat management (continuous exposure to threats)
• Reinforced IFR experience through real flight situations• Airline context
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• Merged theoretical and practical training• Reinforced competency-based training• Close trainees follow up: the instructor tutor roll
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•The quality, availability and training of instructors is the key i f MPL
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issue for MPL
Recurrent trainingdo
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The Airline Burden
Existing frameworkMandatory items – licensing and operationsLow Visibility mandatory itemsSpecial airport operationsSpecial airport operationsETOPS
Very little scope for effective additional training within
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existing cost structureToo much focus on abnormal proceduresM h d d i h & l di
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JAR-FCL Mandatory Items
E i•Engine•Pressurisation•Pitot-staticF l•Fuel
•Electrical•Hydrualic•Flight controls
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•Flight controls•Anti ice•Autopilot/flight director
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•Stall warning system•GPWS•Radio navigation
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JAR-FCL Mandatory Items
•Fire Drills•Fire Drills•Smoke control & removal
•Engine failures•Fuel dumping•Windshear•Pressurisation failure
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• Incapacitation•Other emergency procedures
•ACAS event
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Aircraft accident statistics – valid up to end 2006
The accident statistics which follow:
- Include western built airplanes- Include western built airplanes
- Exclude test flights, training flights, terrorism & acts of war
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- Include all known hull losses & fatal accidents during revenue flights
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Hull Loss per million departures - valid end 20062nd generationHull Loss 1st generation: 3rd generation 4th generation:2nd generation:Hull Loss
per million departures1st generation:Early jet 2nd jet generation
3rd generation:Glass-cockpitNav displayFMS
4th generation:FBWFlight EnvelopeProtection
8.00
Includes western built jetsExcludes training, flight test, war, terrorism6.00
7.00
1st generation
4.00
5.00
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4.00
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2nd generation3rd generation
4th generation1.00
2.00
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7-8 April, 2008Flight Instructor Seminar Page 18Years Of Operation Sources: Airclaims, Airbus
0.001 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
Summary Causes
Relative Importance of contributing factor in fatal accidents(Source: Civil Aviation Safety Data, 1989-2003)
aircraft
cockpit crew
powerplant
environment
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air traffic control
maintenance
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Training - Does One Size fit All?
Existing regulation appliesll t llequally to all
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Training - Does One Size fit All?do
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Cockpit Displays & Avionicsdo
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Cockpit Displays & Avionics
• Onboard Airport Navigation SystemNavigating around complex airports
• Aircraft Traffic Situational Awareness (ATSAW)In trail procedures AAL1255
+30 ↓
Enhanced visual separation in approachEnhanced situational awareness on the airport surface
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• Brake To Vacate (BTV)Minimize runway occupancy
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• Autopilot TCAS (APTCAS)participates in increasing safety
OANS with BTV HMI screenshot
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level in TCAS operation
The risk of apathy
Increasing complacency
Devalued and ineffective training programmesDevalued and ineffective training programmes
No impact on accident rates
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No impact on accident rates
Difficulty of designing programmes
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The benefits
Risk based training programmes adapted to the type of aircraft and operation
Greater focus on normal operations managing difficult situationssituations
Emphasis on the human performance
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ITQI
Global Training & Quality Initiative
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Risk based training developmentBy using the evidence and developing fleet and
operation specific best practice, airlines will have the freedom and responsibility to use data correctly and
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mitigate the real risks in line operations.
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Pilot Training
Recognise the need for change
Accept the benefits of design & reliability
Get the real evidence
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Consider training to meet the real threats
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Address the human issues
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