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Pilot training simulators
FLIGHT OPERATIONS
Pilot Training Simulators •
Noel Preston
Introduction THE IMPORTANCE OF APPROPRIATE,
timely, and thorough training is wellr e c o g n i z e d in aviation. Training enables personnel to develop new professional skills and accomplish necessary functions. In particular, training is critical for a professional pilot. The challenge is to determine what training is appropriate and thorough. This challenge is not static. Training requirements change, b o t h as pilots b e c o m e "smarter," and as t e c h n o l o g y changes the equipment and the environment in which the equipment is operated. The science and art of pilot training have advanced t r e m e n d o u s l y since the Wright brothers first flew in 1903. Technology now offers stateof-the-art flight simulators that accurately simulate real flight conditions. This article addresses pilot training in the context of flight operations under Federal Aviation Regulations (FAR) Part 135, Air Taxi Operators and Commercial Operators, which pertain to the majority of civil air medical operations conducted by an air operator (vendor) under contract or under an in-house FAR Part 135 certificate. FAA Requirements The FAA requires each Part 135 certificate holder to establish and maintain a pilot training program. 1 The training program and any revisions must be approved by the FAA, Noel Preston is senior associate with PRC Aviation, an aviation management consulting firm in Tucson, Ariz.
Figure 1
Learjet 35A Flight Simulator
and the p r o g r a m m u s t include ground and flight training curriculums as follows: • Initial training is required for crewmembers who have not qualified and served in the same capacity on an aircraft. • Transition training is required for crewmembers who have qualified and served in the same capacity on another aircraft.
The Journal of Air Medical Transport • March 1992
• Upgrade training is required for crewmembers who have qualified and served on a particular type of aircraft, before they serve as a pilot in command on that aircraft. • D i f f e r e n c e s t r a i n i n g is required for crewmembers who have qualified and served on a particular type of aircraft, when the administrator finds differences training is necessary before a crewmember serves in 15
the same capacity on a particular variation of that aircraft. • R e c u r r e n t training is required for crewmembers so they can remain adequately trained and currently proficient for each aircraft crewmember position and type of operation in which the crewmember serves. • Emergency t r a i n i n g is required for crewmembers so they can remain adequately trained in emergency procedures. Recurrent training and emergency training are required annually. Initial,
transition, upgrade, and differences training are required only when a pilot wishes to operate a different aircraft, or to move from second-in-comm a n d (SIC) to pilot-in-command (PIC) on an aircraft for which he is already currently qualified. In FAR Part 135 the FAA does not specify the number of hours required for ground or flight training. The FAA does permit the inclusion of flight simulators in a certificate holder's training program, provided that certain requirements are met.
Table 1
Sample FAA Standards for Airplane Simulators Simulator Level Required Standard
Level A
Level B
Level C
Level D
Systems that respond appropriately and accurately to aircraft switches and controls
Yes
Yes
Yes
Yes
Correct simulation of the aircraft aerodynamic characteristics
Yes
Yes
Yes
Yes
Ground effect/reaction
No
Yes
Yes
Yes
Control forces and travel that correspond to the aircraft
Yes
Yes
Yes
Yes
Windshear models
No
No
Yes
Yes
Wet and icy runway
No
No
Yes
Yes
Motion system
3-axis
3-axis
6-axis
6-axis
Runway rumble, e.g., oleo deflection, uneven runway
No
Yes
Yes
Yes
Buffet in the air, e.g., stall, gear extension
No
Yes
Yes
Yes
Precision, non-precision instrument approaches
Yes
Yes
Yes
Yes
Visual system: 45 degrees horizontal, 30 degrees vertical field of view
Yes
Yes
Yes
Yes
Visual system: 75 degrees horizontal, 30 degrees vertical field of view
No
No
Yes
Yes
Training Program Alternatives Although the FAA specifies certain basic r e q u i r e m e n t s for pilot training programs, an operator may satisfy the FAA and gain approval for the operator's training program in several ways. The FAA may approve training p r o g r a m s that are a c c o m p l i s h e d entirely in-house by the operator, and approval may be obtained for training programs that utilize some degree of training resources external to the certificate holder. These external training resources may include individual flight instructors or check airmen, training provided by airframe manufacturers, or training provided by various professional training organizations. Regardless of which approach an aircraft operator chooses, it is important to recognize two points: 1. FAA approval of a training program means simply that the program satisfies the m i n i m u m training r e q u i r e m e n t s for tbat particular operation. FAA approval does not m e a n that the training provided through a particular program is the safest available, the most appropriate or thorough, or in keeping with the best industry practices. 2. Current, state-of-the-art pilot training p r o g r a m s i n c o r p o r a t e sophisticated, motion-based simulators. T h e simulators are u s e d because they can provide thorough and realistic training, while not endangering the pilot or aircraft. In this respect, flight simulators provide the capability for better and safer training. Flight Simulator Description It is h e l p f u l to u n d e r s t a n d j u s t
Dusk scene, including No No Yes Yes visible horizon and typical terrain characteristics Sources: FAA Advisory Circular 120-40B,Airplane Simulator Qualification,July 29, 1991;FAA Air Transportation Operations Inspector's Handbook,June 26, 1991.
16
what a simulator is and how it works. Typically, a sophisticated simulator s y s t e m consists of the following hardware and software: • Simulator cockpit • Motion system • Visual system • Computers and related software The simulator cockpit duplicates the cockpit of the aircraft it is simulating. The controls and switches move and respond exactly as they do The Journal of Air Medical Transport ° March 1992
in the aircraft, with control forces and control travel corresponding to those of the simulated aircraft. The instruments provide indications identical to those one would see in the actual simulated conditions. In addition, the simulator duplicates significant cockpit s o u n d s that r e s u l t from pilot actions. T h e cockpit is m o u n t e d on a motion base typically consisting of hydraulically powered arms, or rams. These rams provide motion to the cockpit in up to six axes for commercial simulators. The cockpit is surrounded by a visual system that simulates visual conditions outside the simulator cockpit for the training pilots. Visual systems vary in sophistication, ranging from those that simulate only night conditions, to those that simulate dusk and night, to those that simulate day conditions. Some visual systems are further enhanced by what the industry calls "texture," a technique that adds better depth perception. In addition to simulating light conditions for a time of day, visual systems can also simulate different cloud-cover levels and visibility levels. Figure 1 contains a picture of a representative aircraft simulator. Computers and sophisticated software operate all simulator controls, instruments, switches, the motion system, and the visual system. In order to permit evaluation and qualification of flight simulators, the FAA designates simulators according to levels, with Level A the simplest and Level D the most sophisticated. 2 A sample listing of required performance standards for these different simulator levels for airplanes is shown in Table 1.
Similar wording, with reference to helicopters instead of airplanes, is found in an FAA draft advisory circular, entitled Helicopter Simulator Qualification, presently numbered 120-XX.3 FAA representatives expect this draft advisory circular to be pub-
Training Benefits The FAA states, "Simulators can
provide more in-depth training than can be accomplished in airplanes and can provide a very high transfer of learning and behavior from the simulator to the airplane. The use of simulators, in lieu of airplanes, results in safer flight training and cost reductions for the operators. "2 The Journal of Air Medical Transport • March 1992
lished for public comment sometime in 1992. Examples of the safer, more indepth training simulators can provide include the following: 1. Pilots can use simulators to learn to fly a new aircraft or to polish
Table 2
Representative Pilot Training Requirements that May Be Accomplished in Approved Flight Simulators Pilot Flight Training Requirement
Simulator Level Level A
Level B
Level C
Level D
Recent experience Initial training
Yes* Yes*
Yes Yes*
Yes Yes*
Yes Yes
Transition training
Yes*
Yes*
Yes*
Yes
Upgrade training Recurrent training Requalification training Night takeoffs & landings Landings in proficiency checks All training events
Yes* Yes* Yes* No No
Yes* Yes* Yes* Yes Yes
Yes* Yes* Yes* Yes Yes
Yes Yes Yes
Yes Yes
No
No
Yes**
Yes
* Specified events, requirements. ** Pilots previouslyqualified as pilot-in-commandor second-in-command with operator. Source: FAA Air Transportation Operations Inspector's Handbook, Aug. 31, 1990.
Table 3
Sample Listing Air Medical Aircraft Flight Simulators Simulator Location
Airplanes (Level C Simulators)
Training Organization*
Beechcraft KingAir 200 Beechcraft KingAir 200 British A e r o s p a c e 125 British A e r o s p a c e 125 C e s s n a Citation I, II (Level A simulator) C e s s n a Citation I, II
FSI STI FSI STI AA
Wichita, Kan.
FSI
Cessna Citation I, II Learjet 35A
STI FSI
Learjet 35A
STI
Long Beach, Calif. Toledo, Ohio Wichita, Kan. DFW Airport, Texas Tucson, Ariz. Wichita, Kan. DFW Airport, Texas
FSI FSI FSI
Fo~Worth, Texas Fort Worth, Texas West Palm Beach, Fla.
DFW Airport, Texas Wilmington, Del. DFW Airport, Texas DFW Airport, Texas
Helicopters Bell 222 Bell 412/212 Sikorsky S-76A, S-76B
* AA: American Airlines Flight Academy FSI: FlightSafety International STI: SimuFlite Training International Source: PRC Aviation review of industry data.
17
skills in an aircraft in which the pilot is already experienced. This training is accomplished with no risk to personnel or property. 2. Simulated scenarios expose pilots to emergencies and malfunctions that cannot be safely demonstrated in the aircraft. For example, in a helicopter, complete loss of tailrotor drive, failure of both engines, or partial panel flight u n d e r actual instrument meteorological conditions
(IMC) would obviously pose unacceptably high levels of risk if actually attempted in-flight. 3. Crew coordination and cockpit resource m a n a g e m e n t techniques can be taught, practiced, and evaluated in both routine and emergency scenarios under all possible environmental conditions. Put in financial terms, this safer and more thorough training means significant benefits in cost avoidance.
Recurrenttraining for Gulfstream/Cessna/FalconJetlgeechlPiper/Lockheed/DeHavilland/Canadair/Shorts/British Lear/Fairchi•d•Westwind•Mit•ubishi/R•ckwe••/Be••/Agu••a/MBB/Aer•spat•a•e/McD•nne•• Douglas/Sikorsky
Aerospace
Recurrenttraining. On your own terms, on your own time, on your own turf. PC software from CTS brings recurrent systems and Compt trainin lesson: reinfor Comp~ Tr retenti, diem e by pik compli are sat to the accom 6'/ corpor fixed-v CTSsc studen tile ro~
demo,
CC
v
CTS general subjects include weather, A TC procedures, international flight planning, FAR's, windshear, navigation and much more.
-ie~r-~&ili'-i- :-,,)=I ":!:E-~!il.[!--I = I " -ii
"~'+ ...... -~I--ii
Aircraft systems and procedures - by type - include pressurization, fuel, brakes, oxygen, hydraulics, electrical, emergencies, fire protection, etc,
As a well-known aviation adage says, "K you think safety is expensive, wait until you have an accident."
Flight Simulator Use in Training Programs The FAA does not preclude FAR Part 135 operators from using any particular type of training. However, the training p r o g r a m m u s t be approved if it is to satisfy FAA requirements. Guidance regarding the authorization for these credits is relatively clear for airplanes. The
FAA Air Transportation Operations Inspector's Handbook lists maneuvers and procedures that must be accomplished as part of a training program and indicates which maneuvers and procedure may be accomplished in certain level flight simulators. 4 Table 2 lists a representative sampling of training requirements that may be accomplished with a flight simulator. Guidance regarding the authorization of training credits for helicopter simulators is less clear. T h e Inspector's Handbook states, 'q'he criteria for the use of helicopter flight training devices and flight simulators are currently under development. Several helicopter training devices and simulators have been individually approved using interim criteria. These devices and simulators may continue to be used in Part 135 training and checking activities in accordance with specific approvals currently in effect."4 The most recent helicopter approval, FAA exemption No. 5324, was g r a n t e d in J u n e 1991. This exemption permits accomplishment of all flight training in FlightSafety International's Sikorsky $76B simulator for an Airline T r a n s p o r t Pilot (ATP) Certificate, a corresponding type rating, Part 135 initial and recurrent training, and the Part 135 instrum e n t proficiency check. Identical approval is anticipated for FlightSafety I n t e r n a t i o n a l ' s Bell 412/212 simulator in 1992.
Flight Simulator Training Organizations ©1990 CTS
20
T h r e e p r o m i n e n t professional training organizations in the U.S. The Journal of Air Medical Transport ° March 1992
operate motion-based simulators for aircraft commonly used in air medical service. American Airlines Flight Academy, FlightSafety International, and SimuFlite Training International use motion-based simulators with sophisticated visual display systems to enhance or replace actual flight training in aircraft. These organizations offer comprehensive and t h o r o u g h simulatorbased professional training programs for several models of aircraft. Table 3 contains a sample listing of locations and equipment.
nities for thorough, in-depth, and pro- best safety device in any aircraft is a • fessional pilot training. The benefits well-trained pilot." of these simulator-based training programs considerably exceed those References 1. FAA, Part 135, Air Taxi Operators and benefits achieved by training only in Commercial Operators,June 26, 1991. the aircraft, and the substantial bene2. FAA, Advisory Circular AC 120-40B, fits are achieved with considerably Airplane Simulator Qualification, July 29, 1991. less risk to the pilots and aircraft. 3. FAA,Draft Advisory Circular AC 120-XX, Using the best training available is Helicopter Simulator Qualification. important to a safe aviation operation. 4. FAA, Order 8400.10, Air Transportation As one prominent training organiza- Operations Inspector's Handbook, Chapters 1-4, tion states as a company slogan, '~Fhe August 31,1990.
Eight Services Professionals
Other Pilot Training FSI has carried its advanced training programs beyond those aimed at a specific type of aircraft, and currently offers a g e n e r i c r e c u r r e n t training course not specific to one helicopter model. The ground school portion of this course includes a helicopter instrum e n t r e f r e s h e r course, practical cockpit management training, and an EMS pilot's review. The simulator training portion includes instrument training and a line-oriented flight training (LOFT) EMS scenario. One air medical operator who uses this program is Indianapolis Heliport Corporation (IHC). IHC operates Aerospatiale SA 365N Dauphins for a number of helicopter programs and has been sending its pilots to FSI's W e s t Palm Beach training center every six months to attend the generic recurrent training course. "We felt that it was very important for our aircraft to be outfitted for IFR and our pilots to be trained and current on a skill basis for IFR, so we started sending our pilots to FSI," says Steve Kinnaman, IHC vice president of operations. "Although we fly Dauphins and the FSI simulator is for a Sikorsky $76, we found a real positive transfer of training and skills." Conclusion Training programs incorporating current advanced technology flight simulators offer exceptional opportu-
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The Journal of Air Medical Transport • March 1992
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21
Pilot Training Simulators •
Noel Preston
Introduction THE IMPORTANCE OF APPROPRIATE,
timely, and thorough training is wellr e c o g n i z e d in aviation. Training enables personnel to develop new professional skills and accomplish necessary functions. In particular, training is critical for a professional pilot. The challenge is to determine what training is appropriate and thorough. This challenge is not static. Training requirements change, b o t h as pilots b e c o m e "smarter," and as t e c h n o l o g y changes the equipment and the environment in which the equipment is operated. The science and art of pilot training have advanced t r e m e n d o u s l y since the Wright brothers first flew in 1903. Technology now offers stateof-the-art flight simulators that accurately simulate real flight conditions. This article addresses pilot training in the context of flight operations under Federal Aviation Regulations (FAR) Part 135, Air Taxi Operators and Commercial Operators, which pertain to the majority of civil air medical operations conducted by an air operator (vendor) under contract or under an in-house FAR Part 135 certificate. FAA Requirements The FAA requires each Part 135 certificate holder to establish and maintain a pilot training program. 1 The training program and any revisions must be approved by the FAA, Noel Preston is senior associate with PRC Aviation, an aviation management consulting firm in Tucson, Ariz.
Figure 1
Learjet 35A Flight Simulator
and the p r o g r a m m u s t include ground and flight training curriculums as follows: • Initial training is required for crewmembers who have not qualified and served in the same capacity on an aircraft. • Transition training is required for crewmembers who have qualified and served in the same capacity on another aircraft.
The Journal of Air Medical Transport • March 1992
• Upgrade training is required for crewmembers who have qualified and served on a particular type of aircraft, before they serve as a pilot in command on that aircraft. • D i f f e r e n c e s t r a i n i n g is required for crewmembers who have qualified and served on a particular type of aircraft, when the administrator finds differences training is necessary before a crewmember serves in 15
the same capacity on a particular variation of that aircraft. • R e c u r r e n t training is required for crewmembers so they can remain adequately trained and currently proficient for each aircraft crewmember position and type of operation in which the crewmember serves. • Emergency t r a i n i n g is required for crewmembers so they can remain adequately trained in emergency procedures. Recurrent training and emergency training are required annually. Initial,
transition, upgrade, and differences training are required only when a pilot wishes to operate a different aircraft, or to move from second-in-comm a n d (SIC) to pilot-in-command (PIC) on an aircraft for which he is already currently qualified. In FAR Part 135 the FAA does not specify the number of hours required for ground or flight training. The FAA does permit the inclusion of flight simulators in a certificate holder's training program, provided that certain requirements are met.
Table 1
Sample FAA Standards for Airplane Simulators Simulator Level Required Standard
Level A
Level B
Level C
Level D
Systems that respond appropriately and accurately to aircraft switches and controls
Yes
Yes
Yes
Yes
Correct simulation of the aircraft aerodynamic characteristics
Yes
Yes
Yes
Yes
Ground effect/reaction
No
Yes
Yes
Yes
Control forces and travel that correspond to the aircraft
Yes
Yes
Yes
Yes
Windshear models
No
No
Yes
Yes
Wet and icy runway
No
No
Yes
Yes
Motion system
3-axis
3-axis
6-axis
6-axis
Runway rumble, e.g., oleo deflection, uneven runway
No
Yes
Yes
Yes
Buffet in the air, e.g., stall, gear extension
No
Yes
Yes
Yes
Precision, non-precision instrument approaches
Yes
Yes
Yes
Yes
Visual system: 45 degrees horizontal, 30 degrees vertical field of view
Yes
Yes
Yes
Yes
Visual system: 75 degrees horizontal, 30 degrees vertical field of view
No
No
Yes
Yes
Training Program Alternatives Although the FAA specifies certain basic r e q u i r e m e n t s for pilot training programs, an operator may satisfy the FAA and gain approval for the operator's training program in several ways. The FAA may approve training p r o g r a m s that are a c c o m p l i s h e d entirely in-house by the operator, and approval may be obtained for training programs that utilize some degree of training resources external to the certificate holder. These external training resources may include individual flight instructors or check airmen, training provided by airframe manufacturers, or training provided by various professional training organizations. Regardless of which approach an aircraft operator chooses, it is important to recognize two points: 1. FAA approval of a training program means simply that the program satisfies the m i n i m u m training r e q u i r e m e n t s for tbat particular operation. FAA approval does not m e a n that the training provided through a particular program is the safest available, the most appropriate or thorough, or in keeping with the best industry practices. 2. Current, state-of-the-art pilot training p r o g r a m s i n c o r p o r a t e sophisticated, motion-based simulators. T h e simulators are u s e d because they can provide thorough and realistic training, while not endangering the pilot or aircraft. In this respect, flight simulators provide the capability for better and safer training. Flight Simulator Description It is h e l p f u l to u n d e r s t a n d j u s t
Dusk scene, including No No Yes Yes visible horizon and typical terrain characteristics Sources: FAA Advisory Circular 120-40B,Airplane Simulator Qualification,July 29, 1991;FAA Air Transportation Operations Inspector's Handbook,June 26, 1991.
16
what a simulator is and how it works. Typically, a sophisticated simulator s y s t e m consists of the following hardware and software: • Simulator cockpit • Motion system • Visual system • Computers and related software The simulator cockpit duplicates the cockpit of the aircraft it is simulating. The controls and switches move and respond exactly as they do The Journal of Air Medical Transport ° March 1992
in the aircraft, with control forces and control travel corresponding to those of the simulated aircraft. The instruments provide indications identical to those one would see in the actual simulated conditions. In addition, the simulator duplicates significant cockpit s o u n d s that r e s u l t from pilot actions. T h e cockpit is m o u n t e d on a motion base typically consisting of hydraulically powered arms, or rams. These rams provide motion to the cockpit in up to six axes for commercial simulators. The cockpit is surrounded by a visual system that simulates visual conditions outside the simulator cockpit for the training pilots. Visual systems vary in sophistication, ranging from those that simulate only night conditions, to those that simulate dusk and night, to those that simulate day conditions. Some visual systems are further enhanced by what the industry calls "texture," a technique that adds better depth perception. In addition to simulating light conditions for a time of day, visual systems can also simulate different cloud-cover levels and visibility levels. Figure 1 contains a picture of a representative aircraft simulator. Computers and sophisticated software operate all simulator controls, instruments, switches, the motion system, and the visual system. In order to permit evaluation and qualification of flight simulators, the FAA designates simulators according to levels, with Level A the simplest and Level D the most sophisticated. 2 A sample listing of required performance standards for these different simulator levels for airplanes is shown in Table 1.
Similar wording, with reference to helicopters instead of airplanes, is found in an FAA draft advisory circular, entitled Helicopter Simulator Qualification, presently numbered 120-XX.3 FAA representatives expect this draft advisory circular to be pub-
Training Benefits The FAA states, "Simulators can
provide more in-depth training than can be accomplished in airplanes and can provide a very high transfer of learning and behavior from the simulator to the airplane. The use of simulators, in lieu of airplanes, results in safer flight training and cost reductions for the operators. "2 The Journal of Air Medical Transport • March 1992
lished for public comment sometime in 1992. Examples of the safer, more indepth training simulators can provide include the following: 1. Pilots can use simulators to learn to fly a new aircraft or to polish
Table 2
Representative Pilot Training Requirements that May Be Accomplished in Approved Flight Simulators Pilot Flight Training Requirement
Simulator Level Level A
Level B
Level C
Level D
Recent experience Initial training
Yes* Yes*
Yes Yes*
Yes Yes*
Yes Yes
Transition training
Yes*
Yes*
Yes*
Yes
Upgrade training Recurrent training Requalification training Night takeoffs & landings Landings in proficiency checks All training events
Yes* Yes* Yes* No No
Yes* Yes* Yes* Yes Yes
Yes* Yes* Yes* Yes Yes
Yes Yes Yes
Yes Yes
No
No
Yes**
Yes
* Specified events, requirements. ** Pilots previouslyqualified as pilot-in-commandor second-in-command with operator. Source: FAA Air Transportation Operations Inspector's Handbook, Aug. 31, 1990.
Table 3
Sample Listing Air Medical Aircraft Flight Simulators Simulator Location
Airplanes (Level C Simulators)
Training Organization*
Beechcraft KingAir 200 Beechcraft KingAir 200 British A e r o s p a c e 125 British A e r o s p a c e 125 C e s s n a Citation I, II (Level A simulator) C e s s n a Citation I, II
FSI STI FSI STI AA
Wichita, Kan.
FSI
Cessna Citation I, II Learjet 35A
STI FSI
Learjet 35A
STI
Long Beach, Calif. Toledo, Ohio Wichita, Kan. DFW Airport, Texas Tucson, Ariz. Wichita, Kan. DFW Airport, Texas
FSI FSI FSI
Fo~Worth, Texas Fort Worth, Texas West Palm Beach, Fla.
DFW Airport, Texas Wilmington, Del. DFW Airport, Texas DFW Airport, Texas
Helicopters Bell 222 Bell 412/212 Sikorsky S-76A, S-76B
* AA: American Airlines Flight Academy FSI: FlightSafety International STI: SimuFlite Training International Source: PRC Aviation review of industry data.
17
skills in an aircraft in which the pilot is already experienced. This training is accomplished with no risk to personnel or property. 2. Simulated scenarios expose pilots to emergencies and malfunctions that cannot be safely demonstrated in the aircraft. For example, in a helicopter, complete loss of tailrotor drive, failure of both engines, or partial panel flight u n d e r actual instrument meteorological conditions
(IMC) would obviously pose unacceptably high levels of risk if actually attempted in-flight. 3. Crew coordination and cockpit resource m a n a g e m e n t techniques can be taught, practiced, and evaluated in both routine and emergency scenarios under all possible environmental conditions. Put in financial terms, this safer and more thorough training means significant benefits in cost avoidance.
Recurrenttraining for Gulfstream/Cessna/FalconJetlgeechlPiper/Lockheed/DeHavilland/Canadair/Shorts/British Lear/Fairchi•d•Westwind•Mit•ubishi/R•ckwe••/Be••/Agu••a/MBB/Aer•spat•a•e/McD•nne•• Douglas/Sikorsky
Aerospace
Recurrenttraining. On your own terms, on your own time, on your own turf. PC software from CTS brings recurrent systems and Compt trainin lesson: reinfor Comp~ Tr retenti, diem e by pik compli are sat to the accom 6'/ corpor fixed-v CTSsc studen tile ro~
demo,
CC
v
CTS general subjects include weather, A TC procedures, international flight planning, FAR's, windshear, navigation and much more.
-ie~r-~&ili'-i- :-,,)=I ":!:E-~!il.[!--I = I " -ii
"~'+ ...... -~I--ii
Aircraft systems and procedures - by type - include pressurization, fuel, brakes, oxygen, hydraulics, electrical, emergencies, fire protection, etc,
As a well-known aviation adage says, "K you think safety is expensive, wait until you have an accident."
Flight Simulator Use in Training Programs The FAA does not preclude FAR Part 135 operators from using any particular type of training. However, the training p r o g r a m m u s t be approved if it is to satisfy FAA requirements. Guidance regarding the authorization for these credits is relatively clear for airplanes. The
FAA Air Transportation Operations Inspector's Handbook lists maneuvers and procedures that must be accomplished as part of a training program and indicates which maneuvers and procedure may be accomplished in certain level flight simulators. 4 Table 2 lists a representative sampling of training requirements that may be accomplished with a flight simulator. Guidance regarding the authorization of training credits for helicopter simulators is less clear. T h e Inspector's Handbook states, 'q'he criteria for the use of helicopter flight training devices and flight simulators are currently under development. Several helicopter training devices and simulators have been individually approved using interim criteria. These devices and simulators may continue to be used in Part 135 training and checking activities in accordance with specific approvals currently in effect."4 The most recent helicopter approval, FAA exemption No. 5324, was g r a n t e d in J u n e 1991. This exemption permits accomplishment of all flight training in FlightSafety International's Sikorsky $76B simulator for an Airline T r a n s p o r t Pilot (ATP) Certificate, a corresponding type rating, Part 135 initial and recurrent training, and the Part 135 instrum e n t proficiency check. Identical approval is anticipated for FlightSafety I n t e r n a t i o n a l ' s Bell 412/212 simulator in 1992.
Flight Simulator Training Organizations ©1990 CTS
20
T h r e e p r o m i n e n t professional training organizations in the U.S. The Journal of Air Medical Transport ° March 1992
operate motion-based simulators for aircraft commonly used in air medical service. American Airlines Flight Academy, FlightSafety International, and SimuFlite Training International use motion-based simulators with sophisticated visual display systems to enhance or replace actual flight training in aircraft. These organizations offer comprehensive and t h o r o u g h simulatorbased professional training programs for several models of aircraft. Table 3 contains a sample listing of locations and equipment.
nities for thorough, in-depth, and pro- best safety device in any aircraft is a • fessional pilot training. The benefits well-trained pilot." of these simulator-based training programs considerably exceed those References 1. FAA, Part 135, Air Taxi Operators and benefits achieved by training only in Commercial Operators,June 26, 1991. the aircraft, and the substantial bene2. FAA, Advisory Circular AC 120-40B, fits are achieved with considerably Airplane Simulator Qualification, July 29, 1991. less risk to the pilots and aircraft. 3. FAA,Draft Advisory Circular AC 120-XX, Using the best training available is Helicopter Simulator Qualification. important to a safe aviation operation. 4. FAA, Order 8400.10, Air Transportation As one prominent training organiza- Operations Inspector's Handbook, Chapters 1-4, tion states as a company slogan, '~Fhe August 31,1990.
Eight Services Professionals
Other Pilot Training FSI has carried its advanced training programs beyond those aimed at a specific type of aircraft, and currently offers a g e n e r i c r e c u r r e n t training course not specific to one helicopter model. The ground school portion of this course includes a helicopter instrum e n t r e f r e s h e r course, practical cockpit management training, and an EMS pilot's review. The simulator training portion includes instrument training and a line-oriented flight training (LOFT) EMS scenario. One air medical operator who uses this program is Indianapolis Heliport Corporation (IHC). IHC operates Aerospatiale SA 365N Dauphins for a number of helicopter programs and has been sending its pilots to FSI's W e s t Palm Beach training center every six months to attend the generic recurrent training course. "We felt that it was very important for our aircraft to be outfitted for IFR and our pilots to be trained and current on a skill basis for IFR, so we started sending our pilots to FSI," says Steve Kinnaman, IHC vice president of operations. "Although we fly Dauphins and the FSI simulator is for a Sikorsky $76, we found a real positive transfer of training and skills." Conclusion Training programs incorporating current advanced technology flight simulators offer exceptional opportu-
INOVA M e d i c a l Aircare Fairfax Hospital,a 656-bed tertiaryfacilitylocated in Northern Virginia is the flagshiphospitalof the Inova Health System, with servicesincluding:Level I &III trauma centers,The Virginia Heart Center, The W o m e n and Children'sCenter including a Level IH N I C U and access to a full-servicerehabilitationprogram. Our hospital-based flightservicesprogram, provides care to complex trauma, cardiac, maternal/child, and other criticallyfllpatients. Fairfaxoperates the first,state-of-the-artIFR Bell412HP helicopterwith the "Pauley Pak II" medical interior.W e currentlyhave the following key opportunities availableimmediately :
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D I R E C T O R O F F L I G H T SERVICES
Responsibilitiesinclude overallmanagement of a 24-hour, 365 days per year flightprogram including: flightnurses, flightparamedics, communication nurses and specialistsand air operator contract. Additionally thisindividual will have totalfiscalaccountability, maintain internaland externalclinicalliaisons,and ensure compliance with FAA, AAMS, J C A H O and jurisdictionalstandards and certificates. Minimum qualificationsare a Master's degree in hospital/business administration or relatedfieldor working towards, BSN eligiblefor Virginia licensurestrongly preferred. At leastthreeyearsof progressivelyresponsibleflightprogram management and demonstrated management and leadership skillsare also required with ACLS/BTLS, C C R N or C E N certificationpreferred. FLIGHT COMMUNICATION
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This positionrequiresan R N with a minimum of fiveyears strong clinicalexperience,with a minimum of three years in criticalcare. A BSN and flightexperience would put you on our preferred list. Licensure and a minimum of two of the applicablespecialtycertificationsare also required. You owe itto yourselfto take a look at our state-of-the-art,thoroughly modern hospitalin beautifulNorthern Virginia,justa short drive from mountains, beaches, and the nation'scapital.Salariesare outstanding and our comprehensive benefitspackage gives you options to meet your personal lifestyle.Explore your opportunity today by contacting the Officeof ProfessionalRecruitment at (800)234-4405,or forward your resume to: Marjorie Avery, FairfaxHospital,3300 Gallows Road, FallsChurch, V A 22046. An Equal Opportunity Employer
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The Journal of Air Medical Transport • March 1992
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