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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Specific

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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

y gvisual

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

I l d ll k h ll l & f t l id t d i

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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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0% 10% 20% 30% 40% 50%

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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

example

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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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Thank You

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