CAT Editor-in-Chief Rick Adams, FRAeS discovered that the civil aviation community is continuing to innovate, despite the pressures of the pandemic.

Flights grounded, training centres locked down, simulator deliveries hampered. Yet the training device industry has proven remarkably resilient. CAT Editor Rick Adams, FRAeS, spoke with several company leaders about how the market is changing.

This is an industry that’s bounced back from terrorist attacks, volcano ash, and previous economic crises. Did anyone think a microscopic virus would dampen the make-it-happen spirit of people whose daily mission is to defy gravity?

The initial assumption was no flights, no pilots necessary. No training, no schools, no simulators. Possibly for a very long time.

But that’s not necessarily the case. As airlines restart operations, pilots need to be current, which may require more than the usual training if they’ve been idled for awhile.

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While new technology and training aids have vastly improved ab initio pilot training, the full benefit of that investment can only be realised if applied by excellent instructors. CAT Europe Editor Chris Long, FRAeS, solicited views on the process from three key individuals at an innovative ATO.

Build a passion in aviation into the process, and the result is teaching which yields the best quality of a new generation of pilots (who are more than quick enough to identify genuine quality and buy into it.) That is the drive for the whole team of passionate individuals at Norwegian-based Pilot Flight Academy (PFA), who have deep aviation experience and are wholeheartedly engaged in the enterprise.

Now equipped with modern Diamond aircraft, PFA has plans to convert to all-electric powered aircraft to achieve the goal of a complete “green” training solution.

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In the wake of the pandemic, training organisations have had to cater for an increased demand of remote training solutions. Mario Pierobon looks at what is on offer.

Editor’s Note: CAT magazine presents Guest Commentary on important issues facing the community. The opinions expressed are the author’s own.

This commentary is offered by Naveed Kapadia, whose career expertise includes research and development of flight crew training to enhance safety for a major European airline group, business development for Airways Aviation, and easyJet Flight Officer. He earned a master’s degree in air transport management from City University of London and an MSc bursary winner from Royal Academy of Engineering. He is also an ambulance crew volunteer during the current UK health crisis.

He poses the challenge: do we need a global refresh on how we train crews for decision-making?

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We are used to scrutinising accidents and serious incidents, but we almost never investigate with the same tenacity and vigor when things go right. Why do we deprive ourselves of equally important learning opportunities when the flight crew makes the right call? We need to encourage stakeholders to proactively look at what went well and celebrate success with similar importance. Enhancing insights and experience is key to minimise errors.

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Safety advocates’ push for a standardized approach to training pilots for Part 135 operations has gone from being a pipedream to near-reality. Robert W. Moorman explores this development.

The industry-wide proposed “standardized curriculum” (SC) concept for pilots training to fly Part 135 aircraft is gaining steam and could become the norm. Announced through an FAA Advisory Circular (AC 142-1) in May 2020, the SC, if adopted, will address administrative inefficiencies that exist between Part 135 operations and Part 142 training centers and enhance safety.

Safety is a key driver of the SC, which supports The National Transportation Safety Board’s (NTSB) Most Wanted List initiative to increase safety in Part 135 operations. The SC concept is designed to increase safety by improving the consistency of training, testing, and checking delivered to Part 135 operators. Various segments of the aviation community are supporting the idea of the SC and its common-sense based approach to training.

What makes the proposed initiative unusual is that it is voluntary. In addition, the SC would not alter or modify existing regulations regarding Part 135 pilot training or operations. AC 142-1 describes the SC concept as an “acceptable means, but not the only means” for Part 142 training centers to obtain authorization to offer training for Part 135 operators, according to the FAA.

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The use of operational and training data in pilot training which grew out of the airline industry. Independent and airline-affiliated training houses years ago began using Flight Operational Quality Assurance (FOQA) data for training commercial airline pilots operating under Part 121 Federal Aviation Regulations (FARs).

What does Bombardier Aviation think of the proposed standardized curriculum (SC) concept for pilot training on Part 135 aircraft? They provided these comments to CAT.

Bombardier Aviation applauds the FAA for forming a working group that addresses this important topic. Ensuring the highest levels of air safety is consistently a top priority across all of civil aviation – from ANSPs, airports and regulators to operators, service providers and OEMs. While it’s fundamentally important to recognize that “one-size-does-not-fit-all” and that Part 135 flight operations are often varied and quite different depending on their respective mandates/missions, Bombardier is generally in favor of a standardized curriculum for pilot training on Part 135 aircraft. 

It’s something we have encouraged for some time, as we believe that this approach will have a positive impact on safety. We feel that this approach can contribute toward elevating standards across the board and will favor a consistent output

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What kind of remote ATC learning experience do you want to provide? Self-directed? Structured? Online? Instructor-led? Aimee Turner monitors ATC training developments.

The pandemic impact means that the worldwide shortage of air traffic controllers – in the near term at least – is no longer the industry hurdle it once was. The challenge now is keeping controllers current to ensure safe and continuous service and enabling them to continue their training in a safe environment. As many air navigation service providers (ANSP) turn to remote training approaches, tools are coming to the fore that provide a realistic imitation of the ATC environment from ab initio through to rating and conversion.

While the concept of remote interaction with students and distance learning have been around for some time, Greg Pile, managing director at UK-based ATC simulator specialist Micro Nav, points out that these delivery methodologies were often considered to be lacking. Attitudes are changing on the back of necessity, however.

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Susannah Crabol, Flight Training Solutions Manager, Airbus provides an update on how Airbus has adapted is flight training business to the new normal.

Before the world faces another pilot shortage, the industry needs to learn how to recruit, train and retain new pools of people. Rona Gindin reports.

When the pandemic is past, or at least under control, and air traffic climbs toward and beyond 2019 levels, a pipeline of new commercial pilots will again be needed. The industry must look beyond men to fill airline cockpit seats.

The forecasts may fluctuate as the airlines recover from the Covid-19 crisis, yet in coming decades military, commercial and private staffs will be populated with hundreds of thousands of additional pilots, and they’ll look different.

Women alone can provide a virtually unlimited supply of candidates. In each region, various sub-groups of the population can also join the ranks. In the United States, for instance, that includes African-Americans, Latinx, LGBTs and Asian-Americans, among others.

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