NTAS  2012  Review  Responding  To  The  FAA  

Brown  Aviation  Lease  

 

 

Brown  Aviation  Lease  

     

NTAS  2012  Review    

 The  National  Training  Aircraft  Symposium  2012  was  held  on  March  19th  and  20th  at  Embry  Riddle  Aeronautical  University.    Attending  the  event  was  a  range  of  stakeholders  including  training   resource   providers,   representatives   of   collegiate   and   academy   education  institutions,  and  employers  of  first  officer  candidates.      Brown  was  one  of  the  stakeholders  present   along   with   JetBlue,   FedEx,   Delta,   FIT,   Purdue,  Western  Michigan   University   and  many   more.     Our   task   this   year   was   to   respond   to   the   latest   Pilot   Certification   and  Qualification  Requirements  for  Air  Carrier  Operations  NPRM.    Throughout  the  symposium,  moderated   by   Peter   Morton   of   PMM   Inc.,   the   team   utilized   a   unique   web-­‐based   polling  system  bringing   technology   into   the  aviation  classroom.    The  polling  system  was  used   to  gather  data  and  opinions  from  80  aviation  professionals  on  each  question  presented  by  the  NPRM.      This   is   a   watershed   moment   in   the   history   of   aviation   and   flight   training.     This   new  regulation   is   going   to   become   law   in   the   very   near   future   so   make   sure   that   you   are  informed  and  involved  in  the  discussion.    We  thought  that  it  would  be  helpful  to  highlight  some  of  the  hot  topic  issues  we  saw  discussed  at  this  years  symposium.    As  always  please  feel  free  to  disagree,  challenge  and  ask  questions  to  stir  some  debate.      NTAS  Hot  Topics    Flight   Hours   as   a   Proficiency  Metric:   Our   assumption   is   that  many   of   us   in   the   flight  training   space,   and   even   more   broadly   aviation,   would   agree   that   using   an   arbitrary  number  of  hours  to  prove  a  pilot’s  proficiency  is  only  one  of  many  metrics  that  should  be  used.     It  would  seem  to  make  sense  that  somewhere  there  is  a  happy  medium  combining  testing   and   hours   flown   that   will   prove   competency   just   like   many   other   vehicle  certification   and   licensing   procedure.     Alternatively,   if   1500   hours   is   going   to   be   the  mandated   flight   time,   then   students   should   be   provided   a   clear   path   to   attaining   those  hours  or  at  least  incentivized  to  achieve  the  required  time,  perhaps  lessoning  the  financial  burden.    Limiting  Certification  Avenues:  In  the  new  regulation,  the  FAA  is  essentially  saying  that  only   the  military   and   affiliated   part   141   schools   are   acceptable   avenues   for   a   student   to  achieve  their  commercial  pilot  certification.     If   that’s  the  case  then  what  happens  to  all  of  the   part   61   pilot   training   programs?     Both   types   of   programs   train   to   the   same   set   of  minimum  standards  yet  depending  on  the  students  learning  tendencies,  some  may  perform  better  in  different  environments.    In  the  end  every  commercial  pilot  will  have  to  meet  the  same   set   of   standards   to   achieve   their   certification.     It   is   already  hard   enough   to   recruit  students  into  the  aviation  field;  lets  not  make  it  harder  by  limiting  their  availability  to  flight  training   resources.     Doing   away   with   part   61   would   be   like   doing   away   with   Public  Universities  in  the  education  space  and  forcing  everyone  to  go  to  Private  Schools.    Cross   Country   Flight:   Cross-­‐country   flight   time   is   certainly   important   training   and  experience   for   any   pilot   to   have   under   their   belt   when   preparing   to   become   a   certified  commercial   pilot.     The   difficulty   with   gaining   that   exposure   is   in   the   limited   number   of  

 

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NTAS  2012  Review    

opportunities   for   a   student   to   fly   cross-­‐country  when   trying   to  meet   the   required  hours.    Even   in   the  academy  environment   it   is   tough  to  schedule  the  time  and  aircraft  needed  to  perform  a  cross-­‐country  flight.    That  being  said,  the  majority  of  NTAS  participants  agreed  that  their  was  a  certain  number  of  hours  pilots  needed  to  fly  cross  country  but  it  certainly  was  not  up  around  the  325  hour  minimum  recommended  by  the  NPRM.    Increased   FSTD  Requirement:  Recently  we   took   a   poll   asking   flight-­‐training   programs  (both  university  and  academy)  if  they  had  access  to  a  level  C  simulator  for  their  students  to  use.    What  we  found  out  was  that  only  about  30%  of  programs  have  access  to  a  simulator  of  that  level  today.    It  is  very  possible  if  the  proposed  NPRM  were  to  get  approved  the  way  it  is  written  now,  the  majority  of  aviation  programs  would  have  to  scramble  to  find  a  solution  to  purchase   or   lease   a   level   C   simulator.     So   the   question   becomes  what   level   simulator   is  required   for   pilot   training?     During   the   discussion   at   NTAS   2012,   the   majority   of  participants  seemed  to  agree  that  an  appropriate  training  device  to  meet  this  requirement  would  be  a   level  5  FSTD  with  a   suitable  visual  which   incorporates   transport   typical   stall  warning  and  prevention  devices.    Either  way,  if  you  do  not  have  at  least  a  level  5  FSTD  now  you  are  going  to  need  one.    Our  advice  as  a  lessor  of  simulators  is  to  start  looking  at  your  options  now  so  you  can  be  ready  to  make  a  decision  when  the  NPRM  goes  into  effect.      Rapid   Implementation  Schedule:  One  of   the   greatest  hot   topic   concerns   at  NTAS  2012  was  the  potential  implementation  schedule  and  sanctions  for  not  sticking  to  that  schedule  that  may  be  proposed  by  the  FAA  once  they  agree  on  the  terms  of  the  NPRM.    We  think  it  is  fair  to  say  that  in  many  instances  government  organizations  are  not  always  time  sensitive  when   implementing   new   regulations.     Currently   there   has   not   been   a   plan   proposed   for  implementation.    We  encourage   everyone   to  be   very   vocal   on   this  point   as   it   could  have  dire  effects  on  the  industry  if  not  taken  into  proper  consideration  by  the  FAA.    Regardless  of  when  the  final  rule  is  published,  it  seems  only  fair  that  their  be  a  grace  period  of  at  least  a  year  until  the  ruling  is  fully  enforced.    There  is  no  benefit  in  adding  chaos  to  an  already  daunting  and  somewhat  muddled  task.      All   in   all,   NTAS   2012   was   certainly   a   success   due   to   its   involvement   of   many   key  stakeholders  and  the  collaboration  with  technology  to  bring  together  and  represent  all  of  the  thoughts  in  the  industry.    The  end  goal  is  to  make  sure  the  regulations  are  in  place  to  guarantee  our  future  pilots  are  properly  trained  and  can  demonstrate  competency  in  order  to  maintain   a  high   standard  of   safety   in   aviation.    We  need   to   remember   that  we  have  a  shared  vision  and  it   is  our  duty  to  collaborate  with  each  other  and  the  FAA  to  ensure  the  continued  growth  and  advancement  of  our  industry.        If  you  have  any  questions  about  NTAS  2012,   the  NPRM  or   flight   training  solutions  please  contact  us  at  info@brownaviationlease.com  or  (781)  350-­‐5859.