Flight Training Devices: Full Flight Simulators That Don’t Move

FTDs have gone from being a bit player on the training stage, to a lead actor.

The evolution of fixed-based flight training devices (FTDs), and those that build them, is taking center stage. Airline training units and independent houses are relying more on next generation FTDs to assume certain pilot training tasks from full flight simulators (FFS).

The move is both practical – FTDs reduce training costs and lessens reliance on expensive FFS – and they’re badly needed to keep up with projected growth in the airline business, particularly. Reserving training time for FFS also is becoming more difficult. Consequently, FTDs are helping fill the bill.

“If you selectively use the FTD, and recognize its’ limitations, then it can be a great training asset,” said Capt. John Cox, President and Chief Executive Officer of Safety Operation Systems LLC. “FTDs have become much more capable. Those FTDs I have been in were in essence full flight simulators that didn’t move.”

Check list items can be practiced in an FTD as other mode selections of the Flight Management System.

Cox spent 25 years at US Airways before retiring and served as Executive Air Safety Chairman for the Air Line Pilots Association International (ALPA).

In a Boeing aircraft designed FTD, pilots can practice with the Engine Indicating and Crew Alerting System (EICAS) and the Electronic Centralized Aircraft Monitor (ECAM) in an Airbus aircraft. Both aircraft display engine parameters and other information, such as fuel quantity, cabin pressure, landing and flap/slat position.

Concern that a greater reliance on FTDs would diminish the quality of pilot training appears overblown. Yet pilot groups and safety experts continue to track the growing sophistication and increased use of FTDs in training.

ALPA is actively involved in the Air Carrier Training (ACT) Aviation Rulemaking Committee (ARC). This includes participation in the ARC’s Flight Simulation Training Device (FSTD), which review device requirements to train for each training task, and the Turbulence Training (TT) Working Groups, which develop recommendations to reduce the number of injuries from turbulence encounters.

“ALPA has always had an active role as advisors on best practices for pilot training,” said ALPA President Capt. Jason Ambrosi. “We continue to bring the line pilot’s perspective to all discussions on how to enhance our nation’s life-saving pilot training measures.”

Cost Consideration

The difference in the combined acquisition and hourly training costs for upper-level FTDs compared to Level D FFSs is staggering and demonstrates why airline management is striving for savings wherever it can.

While these costs vary, the consensus among training departments at airlines and independent schools is that FTDs, while not cheap, are a good investment. The acquisition and hourly training costs savings are noticeable when compared to their full motion counterpart. Shop and compare among the various simulator developers, training experts advise.

FFS acquisition costs can vary between 12 and 15 million Euros or $13.767 million and $17.363 million in US dollars. Acquisition costs of Level D Boeing 787 FFS is around $25 million, according the United Airlines Flight Training Center, located near the Denver International Airport, which houses around 46 FFS and 21 FTDs.

FTD acquisition costs can range from about $1.5 million to around $7 to $8 million depending on the sophistication of the unit.

Cost of Frasca’s BTP FTD can range from around $200,000 for a piston-powered aircraft to $700,000 for a turboprop or jet aircraft.

Hourly training costs on a Level D simulator can vary from around $300 to $2,000 per hour, depending upon the type of aircraft simulator.

Madrid, Spain-based Entrol, a leader in the development of simulators for both fixed-wing aircraft and helicopters, provides 25 different simulator models for various aircraft.

As CAT Editor Marty Kauchak reported on May 16, 2025, Entrol launched its’ Enwall high-resolution LED panel system that provides an “immersive, distortion-free visual experience.”

On the fixed wing side, Entrol provides the en-1000X, en-4000x, King Air simulators and devices for the Airbus A320 family of aircraft.

In addition, Entrol has improved its’ AT802 simulator with a new Firefighting module.

The company’s H145 and the Bell 429 simulators continue to sell well.

CAT asked Enrique Silvela Peña, Expert Engineer at Entrol if airlines and flight schools rely more on FTDs than FFS because of their evolving sophistication or lower cost.

“It’s both,” said Peña. “The quality level of FTD devices has improved, both on the level of replicas of the cabins and the visual quality of the simulators.”

He added: “the training cost is also reduced, as both the upfront cost of the device and the operating cost of the FTD compared to the FFS are much lower.”

Early on, FTDs were developed “as training tools to fill the gap between FFS and lower devices like AATDs (Advanced Aviation Training Device) or FNPT (Flight and Navigation Procedures Trainer),” he said. Now they are almost on the same level as FFS.

Noteworthy are the related training aids being considered. Extended reality (XR), artificial intelligence (AI) could become commonplace. “XR, for example, is a great tool while training under visual conditions or mission operations, which would be firefighting, cargo, or search and rescue. In those cases, the extra FOV, VR or MR benefits the training and is very useful,” said Peña.

Echoing the sentiments of other trainers and training solutions providers, Peña said the latest FTDs would augment, not replace FFS.

Like others to whom CAT queried, Peña believes that regulatory authorities are “onboard for technology advancements, but they are also aware that these advancements need to be proven before using them for training.”

Entrol is considered a pioneer in advancing LED technology for flight simulators.

Entrol’s Enwall system eliminates the need for projectors. The device combines a curved cylindrical LED display with a floor LED display to “enhance the pilot’s vertical field of view,” according to Peña. “Recent advancements in LED technology have led to reduced pixel pitch and lower costs.”

“Furthermore, we’ve developed a comprehensive Mixed Reality (MR) solution as an auxiliary display. This MR solution surpasses typical VR simulators by allowing users to view and interact with actual instruments using their own hands.”

Enwall offers a wider field-of-view for situational awareness and is fully modular and scalable structure. Integrating the LED displays and MR is accomplished through Envision, the company’s newest image generator built on Unreal Engine. Both technologies were designed to increase pilot immersion in training. Envision was introduced in 2023.

Entrol customer base includes military and civil sectors. Customers include flight schools, police and military. Among its’ products users are the US Air Force, Columbian Air Force, Spanish Police, Czech Police and Surf Life Queensland.

FlightSafety International (FSI), a perennial leader in professional pilot training and Frasca, which FSI acquired in late December 2021 to provide training solutions for the general aviation sector mainly, offers a wide range of FTDs.

FSI’s offerings include desktop training systems to EASA/UK CAA Level 1 FTDs to FAA-qualified Level 5, 6, and 7 devices. The devices support early procedural learning up to advanced task-based scenarios for both fixed-wing and rotary-wing aircraft.

Frasca, which provides training devices for both the military and civil sectors, has delivered 12 MR training devices to the US Navy for the aircraft portion of the TH-73A Advanced Helicopter Training System (AHTS) designed to improve pilots’ skills by using current cockpit technologies and the latest training curriculum.

Frasca’s FAA Level 7 and EASA top level FTDs can fulfill some of the same roles as a Level D FFS.

“We believe FTDs are most effective when used as part of a comprehensive training approach that includes ground school and full flight simulation,” said Ben Carter, Executive Vice President, Learning Center Operations, FSI.

Recent developments to augment FFS and FTDs training includes MR capabilities that blend actual cockpit environments with virtual visuals, enhancing spatial awareness and procedural realism.

Carter added: “We are developing other emerging solutions aimed at personalizing instruction, increasing situational awareness and replicating complex scenarios to help pilots navigate increasingly congested airspace and high-traffic airport environments.”

FTDs are best suited for providing pilots systems familiarization, procedural practice and repetition of task-based skills, according to several training experts.

Thales provides various training solutions for the civil and military helicopter pilots, including cockpit procedure training (CPT) and Full Mission Simulations (FMS) devices.  Thales also provides advanced training devices for the NH90, Tiger, Cougar and other military helicopters.

Thales latest news revolves around its’ AW139 EASA-approved Reality H® Level D FFS for training and certification. The Reality H will be part of the Atlantic Airways new flight-training center in the Faroe Islands. The simulator includes a hoist trainer that uses MR technology.

CAE, which launched operations in 1947 as the Canadian Aviation Electronics Ltd., provided the following quote on where the training sector is headed.

“The future of the aviation training ecosystem is being shaped by immersive technologies that bring learning closer to the pilot—both physically and cognitively,” said Emmanuel Levitte, CAE’s Chief Technology and Product Officer. “We are building a new generation of training experiences that are more portable, more engaging, and more aligned with how people learn today. Our work with Apple Vision Pro is a powerful example of this shift, enabling pilots to rehearse procedures and interact with virtual crew members in high-fidelity environments…”

CAE’s work on the immersive pilot training app remains in the development phase and has undergone tests on the Global 7500 business jet program. Updates on the program will be forthcoming later this year, according to a company spokesperson.

CAE’s Apple Vision Pro app was unveiled 22 October 2024 at the NBAA-BACE in Las Vegas. The App will allow pilots to remotely complete training sessions that are currently only available in training centers. The App allows pilots to familiarize themselves with the flight deck, practice critical procedures and develop “muscle memory for key functions from anywhere,” said Levitte.

France-based ALSIM is another developer of pilot training solutions that is getting a lot of attention lately. The 30-year-old company produces numerous FTDs for the general and business aviation sectors. At present, the company has delivered over 450 devices to 400 customers in 60 countries.

“It’s an exciting time at ALSIM,” said Audrey Jeffroy, ALSIM Sales and Marketing Director. “We’ve expanded our portfolio of certified flight training devices with several new developments…”

Among those trainers is the AL1001 developed for the Piper Pilot 100i. “The device will help flight training schools optimize training from PPL through IFR training for the US market,” said Jeffroy.

The company also launched the ALSR G7, modeled after the Cirrus SR22 G7. With full CAPS® simulation and Cirrus avionics, the device is operational at Cirrus Vision Centers in the US.

Another addition is the AL2006 training device, developed around the Technam P2006T NG twin-engine, four seat aircraft. The device is a training solution for Commercial Pilot License (CPL) and multi-engine Instrument Rating (IR) training.

In July 2025, ALSIM signed a Memorandum of Understanding (MOU) with Elixir Aircraft based around Elixir’s single-engine, two seat aircraft. The partnership will combine Elixir’s carbon-fiber aircraft with ALSIM’s certified simulators.

“These developments reflect our commitment to delivering aircraft-specific training solutions that align with the operational environments of platforms, such as Piper, Tecnam, Elixir and Cirrus,” said Jeffroy.

While reducing training costs is a factor in greater reliance on FTDs, “the bigger shift is pedagogical,” said Jeffroy. “Modern FTDs are not just affordable alternatives, they are high-performance training tools in their own right. They’ve evolved into sophisticated platforms, whether aircraft-specific or generic…”

The Centre Québécois de Formation Aéronautique (CQFA) has selected the ALSIM Airliner over a type-specific device. The Airliner is geared toward training pilots on the Boeing 737 and Airbus A320.

Another new ALSIM innovation is the ALSIM Pilot Selection Tool, which is integrated into the company’s various training devices. The Tool allows training centers to evaluate students before they begin formal training through flight exercises and cognitive tests on assessing memory, awareness, reflexes and coordination.

In addition, ALSIM developed a Debriefing Station (DBS), which enables full training session playback. DBS provides synchronized flight data, audio and video, allowing for post-flight training reviews, crew analysis and scenario deconstruction.

ALSIM also enhanced the visual environment of its FTDs to Level D standards to improve realism and training depth.

FTDs and other fixed-based training aids are in vogue because of the pressing need to lower the exorbitant cost of training pilots and provide an ample supply for tomorrow.

FTDs will never replace Level D FFS, but they will continue to be highly effective for targeted learning outcomes, such as procedural practice, systems familiarization, better situational awareness and personalized instruction.

Capt. Cox might have summed up FTDs increased use best: “Because of the extraordinary cost of initial and recurrent training, the use of FTDs has become an economic certainty. How we do that effectively in training is something the industry continues to learn.”

[Editor’s note: Robert W. Moorman is a veteran civil aviation industry and defense journalist based in Colorado Springs, Colorado. Halldale Group is pleased to have Robert as a frequent contributor to its editorial programs.]