Learn how high-fidelity simulators and common software architecture can help the U.S. Army and U.S. Marine Corps better train for quick draws in combat.

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After being grounded for 15 months, Boeing 737 MAX re-certification flights may begin as early as today. Robert W. Moorman explores the turbulent history of the airplane, and Rick Adams outlines the steps to a revised training program.

This past year has been a trying one for Boeing Commercial Airplanes. The revenue-draining after-effects of back-to-back fatal accidents involving the company’s latest and last 737, the MAX, and the costly fixes to the aircraft’s software system remain a major concern for the iconic plane maker.

The timeline for the aircraft’s return to commercial airline service keeps slipping, although MAX production resumed in May 2020 at its Renton, Washington plant. Boeing stopped MAX production in January and all aircraft production in late March due to the Covid-19 pandemic. Latest reports speculate that the MAX will remain grounded until August 2020, at least.

Equally troubling for Boeing is the lack of confidence in the MAX by some airlines and passengers. Hundreds of orders have been deferred or cancelled.

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There is plenty of speculation about when airlines around the world will begin to ramp up operations again. No one yet knows when or how the resumption will play out. A major factor will be opening of borders by different nations; some countries in Europe have indicated they may not re-open until September or October, even to traffic from other EU countries. In general, though, domestic markets, especially in China and the US, are expected to gather momentum initially. International travel may come later. Passenger willingness to fly is also an unknown, and will hinge on not only ticket prices but perceived cleanliness of airports and aircraft.

When airlines begin to restart their engines, there will be several challenges, including training.

The majority of airlines’ fleets are parked in what is considered “short-term storage,” many filling up airport gates, taxiways and even runways, with the expectation of returning to service within 3-6 months. It can take as long as a week to get an aircraft “preserved,” removing fluids, installing protective casings, etc., followed by routine maintenance each month: fluid checks, idling engines to charge batteries, checking flight controls, inspecting anti-icing systems, towing with a tractor so tyres don’t get flat spots, making sure birds or insects haven’t built nests in vents.

Cabin crew re-training will also be affected. This is mostly done in house by the airline, but the numbers are large (perhaps 6-8 times as many, compared with pilots). They will need refresher and likely some additional training to cope with the “new normal” sanitary procedures. 

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The COVID-19 pandemic has created many questions about aviation training: How do furloughed pilots maintain recency? How do flight schools continue their training when pilots are isolating at home? How will training organizations handle a surge of necessary type conversions if airlines overhaul their fleets in favor of more fuel-efficient aircraft?

Despite the current pandemic-driven airline slump, there is recognition by many in the industry of the need to plan for an eventual build up in numbers of pilots. Chris Long comments.

CAT Guest Commentary: From time to time, The Journal of Civil Aviation Training (CAT) magazine presents Guest Commentary on important issues facing the community. This commentary is offered by Professor Terry Young, Director, Dachet Consulting in Uxbridge, Greater London, UK. Herewith are some of his thoughts on re-designing the aviation infrastructure using simulation.

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The Norwegian Institute of Aviation Medicine has ordered two F35 pilot training simulators, consisting of Cobra Simulation's Cobra150 AV Pro immersive display systems integrated with F35 cockpit simulators supplied by Bugeye Technologies Inc.

The US Air Force is working to develop its Operational Training Structure (OTI) through the incorporation of LVC. Chuck Weirauch takes a look at the latest efforts to integrate the Live element into the LVC environment.

While US and joint training demonstrations have validated the concept of blended live-virtual-constructive (LVC)-based air combat training, the primary remaining challenge is the integration of virtual and constructive entities with front line aircraft Operational Flight Programs (OTFs) according to Michael Aldinger, Northrop Grumman manager of LVC Mission Integration.

Just how to “spoof” blue aircraft sensor systems into “believing” that the projected virtual and constructive entities they “see” on the training range are real adversary aircraft, missiles and ground elements and then showing them to the pilot of the aircraft on its screens and displays is the key to adding the “live” component to air combat LVC training. The means to accomplishing this goal is to modify the aircraft’s OTF so that it recognizes those projected false adversary virtual and constructive entities as what they were made up to be, rather than what they actually are. Multiple sources sending virtual and constructive false electronic entities into the range environment as adversaries can be added to increase the complexity and realism of the training exercise.

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