CAT Magazine - Issue 4/2010

The Journal for civil aviaTion Training

www.halldale.com

Year in review

Changing Fortunes, Even Volcanic Growth

MainTenanCe TraininG

Filling The BillPiloT TraininG

Inspiring The Next Generation In Asia

annual TraininG SourCebook

Civil Full Flight Simulator Census

issue 4/2010ISSN 0960-9024 | uS $17/£8.50

Enhancing Safety by Delivering Superior Training and Support in the Areas That Matter Most

Quality • Value • Service • Technology

When you choose FlightSafety International, you leverage the unmatched resources of a world leader in aviation training and training equipment. More courses, more instructors, more top-level fully qualified simulators, more training locations. We’re the authorized trainer for the majority of aircraft manufacturers, a world-leading supplier of proven advanced technology training devices and a major provider of mission-critical military training programs.

Business. We deliver training that meets or exceeds regulatory requirements – online, on location and at convenient Learning Centers near your aircraft manufacturer or a major service center. We tailor training to meet your specific needs and we train to proficiency for virtually every business aircraft in the air today.

Commercial. FlightSafety provides professional pilot and technician training for a broad range

of commercial aircraft, as well as training for flight attendants and dispatchers. We provide excellent customer service and online training management through myFlightSafety. It all adds up to exceptional value.

Military. Military aircrews that operate a wide variety of fixed-wing aircraft and helicopters benefit from FlightSafety’s comprehensive, highly cost-effective training media, courseware, sophisticated training devices and innovative distance learning. We have the resources and experience to meet your mission requirements.

Simulation. FlightSafety designs, manufactures and supports the world’s most sophisticated simulators, training devices and visual systems, with the most advanced features. We pioneered simulator electric motion and control loading, and we build full flight simulators for all types of aircraft, including helicopters.

Dedicated to Enhancing

Safety Since 1951

Programs Tailored to

Customer Needs

Online Training

Program Management

Outstanding Customer

Service

Exceptional Overall Value

eLearning

Convenience

Training to

Proficiency

Training for the Vast

Majority of Business

and Regional Aircraft

Worldwide Network

of 40 Learning Centers

Professional Training

for More Than 140

Aircraft Models

Serving 85% of Fortune

100 Companies*

1,500 Highly Qualified

Instructors

Serving All Branches

of the U.S. Military

178 Military Fixed-Wing

Aircraft and Helicopter

Simulators in Service

Operations at 29

U.S. Military Bases

60 Aircraft Types

Simulated in the

Past Five Years Alone

99.6% Simulator

In-Service Availability

24/7 Worldwide

Simulator Support

*Of those operating business aircraft.

For information, contact Scott Fera, Vice President Marketing • 718.565.4774

[email protected] • flightsafety.com • A Berkshire Hathaway company

FLIGHTSAFETY GENERAL ADVANTAGE - CAT MAGAZINE - Bleed: 212 mm x 283 mm Trim: 206 mm x 277 mm COLOR VERIS PROOF PDF/X-1a

http://www.flightsafety.com

Enhancing Safety by Delivering Superior Training and Support in the Areas That Matter Most

Quality • Value • Service • Technology

When you choose FlightSafety International, you leverage the unmatched resources of a world leader in aviation training and training equipment. More courses, more instructors, more top-level fully qualified simulators, more training locations. We’re the authorized trainer for the majority of aircraft manufacturers, a world-leading supplier of proven advanced technology training devices and a major provider of mission-critical military training programs.

Business. We deliver training that meets or exceeds regulatory requirements – online, on location and at convenient Learning Centers near your aircraft manufacturer or a major service center. We tailor training to meet your specific needs and we train to proficiency for virtually every business aircraft in the air today.

Commercial. FlightSafety provides professional pilot and technician training for a broad range

of commercial aircraft, as well as training for flight attendants and dispatchers. We provide excellent customer service and online training management through myFlightSafety. It all adds up to exceptional value.

Military. Military aircrews that operate a wide variety of fixed-wing aircraft and helicopters benefit from FlightSafety’s comprehensive, highly cost-effective training media, courseware, sophisticated training devices and innovative distance learning. We have the resources and experience to meet your mission requirements.

Simulation. FlightSafety designs, manufactures and supports the world’s most sophisticated simulators, training devices and visual systems, with the most advanced features. We pioneered simulator electric motion and control loading, and we build full flight simulators for all types of aircraft, including helicopters.

Dedicated to Enhancing

Safety Since 1951

Programs Tailored to

Customer Needs

Online Training

Program Management

Outstanding Customer

Service

Exceptional Overall Value

eLearning

Convenience

Training to

Proficiency

Training for the Vast

Majority of Business

and Regional Aircraft

Worldwide Network

of 40 Learning Centers

Professional Training

for More Than 140

Aircraft Models

Serving 85% of Fortune

100 Companies*

1,500 Highly Qualified

Instructors

Serving All Branches

of the U.S. Military

178 Military Fixed-Wing

Aircraft and Helicopter

Simulators in Service

Operations at 29

U.S. Military Bases

60 Aircraft Types

Simulated in the

Past Five Years Alone

99.6% Simulator

In-Service Availability

24/7 Worldwide

Simulator Support

*Of those operating business aircraft.

For information, contact Scott Fera, Vice President Marketing • 718.565.4774

[email protected] • flightsafety.com • A Berkshire Hathaway company

FLIGHTSAFETY GENERAL ADVANTAGE - CAT MAGAZINE - Bleed: 212 mm x 283 mm Trim: 206 mm x 277 mm COLOR VERIS PROOF PDF/X-1a

04 YEAR IN REVIEWChanging Fortunes, Even Volcanic Growth. The airline industry won’t be

looking back at 2009 with any degree of nostalgia. Editor in Chief Chris Lehman

takes a look at the highlights.

12 THIRD PARTY TRAININGThird Party Trainers Optimistic About The Future. A review of the third

party aviation training segment of the industry.

16 PIloT TRAININGCivil Aviation Training In Asia – Inspiring The Next Generation. The

wide diversity of airline operations across Asia makes any generalisation about

aviation training in the region very problematic.

20 MAINTENANcE TRAININGFilling The Bill. Trainers and manufacturers of training devices are finding more

economic and efficient ways to train aircraft maintenance technicians.

26 cABIN cREW TRAININGCabin Training Review. Changes in service standards, workforce reductions,

regulatory change and ever present security issues are concerns for flight

attendants around the world.

30 coNFERENcE PREVIEWEATS 2010 Flight Plan Now Filed For Istanbul. EATS 2010 will focus on

the industry’s overall challenges and prospects heading into a new decade.

31 NEWSAnalysis and Seen & Heard. Updates from the training market, compiled and

edited by Chuck Weirauch and the CAT editorial team.

41 TRAINING TEcHNoloGYWorld Full Flight Simulator Census – Analysis And Trends. This year's

Civil Full Flight Simulator Census contains more devices than ever before. Ian

Strachan takes an in-depth look at this sector of the market.

47 SIMulAToR cENSuSCivil Full Flight Simulator Census. Comprehensive and updated global tally

of operational civil full flight simulators.

CONTENTS CAT 4/2010

CaT MaGaZine • iSSue 4/2010 03

Editorial

Editor-in-Chief: Chris Lehman[e] [email protected]

Managing Editor: Alan Emmings[e] [email protected]

ContributorsChuck Weirauch - editor uS affairs

Chris Long - european affairsLori Ponoroff - uS news editor

[e] [email protected] Greenyer - roW news editor

[e] [email protected]

advErtising

Business Manager: Jeremy Humphreys [t] +44 (0)1252 532009 [e] [email protected]

Business Manager, North America: Mary Bellini Brown [t] +1 703 421 3709


Marketing Manager: Lizzie Daniell [t] +44 (0)1252 532008


Sales & Marketing Co-ordinator: Karen Kettle [t] +44 (0)1252 532002 [e] [email protected]

dEsign & Production

David Malley[t] +44 (0)1252 532005 [e] [email protected]

intErnEt

www.halldale.com/cat

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Subscriptions Hotline [t] +44 (0)1252 532000

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Distribution Co-ordinator: Sarah de Wet [t] +44 (0)1252 532006


Publishing housE and Editorial officE

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Cover image credit: © The Boeing Company 2010

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Changing Fortunes, even Volcanic Growth

04 CAT MAGAZINE • ISSUE 4/2010

The airline industry won’t be looking back at 2009 with any degree of nostalgia. iATA’s Giovanni

Bisignani said that 2009 goes into the history books as the “worst year” that the industry has seen

since 1945, with global passenger traffic down 3.5% and freight by 10.1%, resulting in total industry

losses of some $9.9 billion. More losses were forecast for 2010 but in May iATA abruptly changed

a forecast 2010 industry loss of $2.8 billion into a global earnings forecast of $2.5 billion. Airline

industry resilience remains impressive. editor in Chief Chris Lehman takes a look at the highlights.

Air Lease Corporation ordered over

100 aircraft including 54 B737-800s.

image credit: Boeing Media.

Following the volcanic ash fiasco in April, passenger traf-fic rebounded strongly in May

with an 11.7% increase in passenger traf-fic and a 34.3% jump in freight demand compared to May 2009. Passenger traffic is now (mid-2010) about 1% above pre-recession levels, and freight about 6%. europe posted the lowest rate of growth of 8.3% for May compared to the same month last year, due to continued con-cerns over the eurozone debt crisis. in fact, europe remains a stark weak spot with a forecast loss of almost $3 billion through 2010 for airlines on the conti-nent, compared to forecast earnings for North American carriers of $1.9 billion.

The Middle east achieved the high-est growth at 17.5%, with Asia Pacific at 13.2%. The North American carriers saw a 10.9% increase in May over the same month last year and have had particu-lar success with matching capacity to demand, driving the load factor to over 82%, the highest amongst all regions.

SafetyThe global accident picture in 2009 was somewhat better than 2008, with 90 total accidents (all aircraft types, eastern and western built), a figure 18% lower than

CAT MAGAZINE • ISSUE 4/2010 05

2008. However, total passenger fatalities were higher at 685 compared to 502 in 2008. iATA states that the global acci-dent rate for western-built aircraft was 0.71 which is one of the lowest in the past decade, and statistically represents the second safest year for air travel. But the global differences are striking, varying year upon year. in 2009 the accident hot

REGIONAL ACCIDENT RATES. WESTERN-BUILT JET HULL LOSSES PER MILLION SECTORS Source: IATA

FIGURE 1

GLOBAL “COMPETITIVE” LEVEL D FLIGHT SIMULATOR SALES Source:

2004 2005 2006

22

33

51

2007 2008 2009

5551

27

FIGURE 4

AIRCRAFT BACKLOGS Source: Airbus/Boeing

0 2,000 4,000 6,000 8,000 10,000

8,130

3,521

9,965

3,513

Air

bu

sB

oein

g

FIGURE 2

ORDERS 1990-2009

UNDELIVERED

UNDELIVERED

ORDERS 1990-2009

2004-2009

Air

tra

ffic,

RPK

s (b

illio

ns)

AIR TRAVEL BECOMING MOREDIVERSE GEOGRAPHICALLY Source: Boeing

14,000

} } }

12,000

10,000

8,000

6,000

4,000

2,000

0

FIGURE 2

Source: BoeingFIGURE 3

1990 2009 2029

OtherMiddle East

China

Asia(excl. China)

Europe

72%58%

45%

NorthAmerica

New ValueRegion airplanes ($B)

Asia Pacific 8,960 1,130

North America 7,690 680

Europe 7,330 800

Middle East 1,710 300

Latin America 1,640 150

R&CA* 1,050 90

Africa 620 70

Total 29,000 3,220*Russia and Central Asia.

Growth measures

World economy 3.1%Gross domestic product (GDP )

Airplane fleet 3.2%

Number of 4.1%passengers

Airline traffic 4.9%Revenue passenger-kilometers (RPK)

Cargo traffic 5.4%Revenue tonne-kilometers (R TK)

Key indicators2008 to 2028

Demand by region2009 to 2028

NEW AIRPLANESDELIVERIES BY REGION Source: Boeing

FIGURE 3

CAT Magazine

NAM0.410.58 MENA

3.321.89 ASPAC

0.860.58

NASIA0.000.00

CIS0.006.43EUR

0.450.42

LATAM0.002.55

20092008

AFI9.942.12

2%3%7%

8%

23%

23%

34 %

New Delivery UnitsRegion airplanes

Asia Pacific 10,320

North America 7,200

Europe 7,190

Middle East 2,340

Latin America 2,180

CIS 960

Africa 710

Total 30,900

2010 to 2029New airplanes

30,900

spots were Africa and the Middle east, with europe about the same as the pre-vious year and North America somewhat lower. runway incidents accounted for 26 percent of all accidents in 2009 and notably, pilot handling contributed to some 30% of all accidents. See figure 1.

The safety picture is two-pronged. On the one hand, the first decade of the

this carrier’s planned A380 fleet to an eye-popping 90 aircraft. The A380 order book now totals 234 aircraft across 17 operators.

new TinBy Farnborough, the picture was looking extraordinarily bright – an astounding $47 billion worth of new aircraft orders was taken as a sure sign that the recovery had arrived. The B787 Dreamliner made its maiden transatlantic appearance and by the last day of the show more than 800 passenger aircraft sales had been announced – the vast majority were mainstays such as the B737-800, A320 family, embraer 190s, and Bombardier business aircraft. No orders were received for the Bombardier “C-Series”, although there seemed to be an understanding that these were forthcoming - subject to some engine selection issues - and that Boeing and Airbus were coming around to the realisation that there would be new competition in the single-aisle market.

Leasing company orders figured most prominently at Farnbor-ough. Highlights included Steven Udvar-Hazy’s Air Lease Corpora-tion’s order of some 54 B737-800s, 51 A320/321s and 15 embraer 190’s. GeKAS announced deals for 60 A320 family aircraft and 40 737-800s. Other contracts included a $3 billion deal from virgin America for 40 A320s - tripling the airline’s fleet - and an emirates order of 30 B777-300ers worth $9.1 billion. Three B787 sales were announced for royal Jordanian, bringing the B787 total backlog to 860 aircraft, across 56 countries. in addition to Air Lease Corpora-tion’s order of 15 embraer 190s, the Brazilian company also sold 24 e190s to republic Airlines, and up to 140 e175s to UK regional car-rier Flybe – if all options are exercised the deal could be worth $5 billlion. Over 100 orders for the Sukhoi S100 were also announced, including 30 from Bermuda-based Pearl Aircraft Corporation and 12 from Orient Thai Airlines. ATr proved the age of the turboprop is far from over, surprising many by bagging some 72 ATr 42/72 sales.

while Boeing lowered its annual 20 year forecast last year, it did the opposite this year, releasing a forecast in July that pre-dicts a demand between 2010 and 2029 for 30,900 new aircraft worth $3.6 trillion, up from 29,000 in the previous forecast. Much of the increase is driven by rising demand from the single-aisle market, and in fact this latest two-decade forecast appears just a few weeks after Boeing announced increases in B737 produc-tion, slated for 2012. The Low Cost Carrier (LCC) segment is behind a good deal of the single aisle demand. Comments from Boeing vice president of marketing randy Tinseth indicate that the second decade of Boeing’s 20 year forecast weighs new mar-ket entrants significantly. And it’s not just embraer, Sukhoi and Bombardier that will pose new competition. The Chinese C919 - a168-190 seat aircraft - is under development, as is the russian irkut MS-21, a 150-212 seat machine. The new aircraft entrants may prove to be game changers in the latter half of the decade.

The forecast estimates that 17,410 or 56% of the 30,900 air-craft will address strict market growth, while 13,490 will replace currently operating aircraft. The remainder, 5,400 aircraft, will be retained by the global fleet, with the result that the total fleet will comprise 36,300 aircraft - a 92% increase over today’s fleet of about 18,890. This view of the future sees the market consolidat-ing around the 100-400 seat range, and for the third straight year adjusts downward both the very large and regional aircraft seg-ments, while seeing increased twin-aisle demand in the 777 and 787 segments. Figure 2 illustrates the striking geographic growth and demand areas while figure 3 summarises the actual forecast and the change delta from last year.

21st century saw the lowest accident rates in recorded history. On the other, the continual improvement the industry has seen each decade now shows signs of stagnating. Since 2003, the number of annual fatal accidents has essentially levelled out. The concern is that given continued industry expansion, the number of accidents will rise to unacceptably high levels unless the rate is driven down. And that means ensuring all stakeholders under-stand the fundamentals of how to actually achieve that goal.

OrdersThat industry expansion, despite the recent economic turmoil, remains intact. But 2009 orders and deliveries were substan-tially down, with Airbus-Boeing combined net orders at just 413, as compared to the 2008 total Airbus-Boeing figure of 1,445, and for 2007 a whopping 2,871. Combined Airbus-Boeing deliveries totalled 979 in 2009. The dramatic decline over the past two years saw Boeing lowering its annual 20 year forecast to 29,000 aircraft last year, but maintaining its faith in the long term demand picture.

Orders bounced back in first half 2010 with combined Boeing and Airbus orders at some 396 (279 for Boeing as at July 21, and 117 for Airbus as at June 30), almost the total for the entire year 2009. Demand for the venerable 737 has underpinned Boeing’s sales success, with a remarkable 228 new orders in first half, with the 777 accounting for 11 new net orders and the 787 Dreamliner representing 36. Airbus lagged Boeing at the mid-year point, with just 43 A320 orders taken, much less than the rival Boeing 737. But a most significant additional order from emirates during the iLA Berlin Airshow for 32 A380s impressed the pundits, as it brings

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FIGURE 1


2004 2005 2006

22

33

51

2007 2008 2009

5551

27

FIGURE 4


0 2,000 4,000 6,000 8,000 10,000

8,130

3,521

9,965

3,513

Air

bu

sB

oein

g

FIGURE 2

ORDERS 1990-2009

UNDELIVERED

UNDELIVERED

ORDERS 1990-2009

2004-2009

Air

tra

ffic,

RPK

s (b

illio

ns)


14,000

} } }

12,000

10,000

8,000

6,000

4,000

2,000

0

FIGURE 2


1990 2009 2029

OtherMiddle East

China

Asia(excl. China)

Europe

72%58%

45%

NorthAmerica




Europe 7,330 800



R&CA* 1,050 90

Africa 620 70


Growth measures


Airplane fleet 3.2%







FIGURE 3

CAT Magazine

NAM0.410.58 MENA

3.321.89 ASPAC

0.860.58

NASIA0.000.00

CIS0.006.43EUR

0.450.42

LATAM0.002.55

20092008

AFI9.942.12

2%3%7%

8%

23%

23%

34 %


Asia Pacific 10,320

North America 7,200

Europe 7,190

Middle East 2,340

Latin America 2,180

CIS 960

Africa 710

Total 30,900


30,900


FIGURE 1


2004 2005 2006

22

33

51

2007 2008 2009

5551

27

FIGURE 4


0 2,000 4,000 6,000 8,000 10,000

8,130

3,521

9,965

3,513

Air

bu

sB

oein

g

FIGURE 2

ORDERS 1990-2009

UNDELIVERED

UNDELIVERED

ORDERS 1990-2009

2004-2009

Air

tra

ffic,

RPK

s (b

illio

ns)


14,000

} } }

12,000

10,000

8,000

6,000

4,000

2,000

0

FIGURE 2


1990 2009 2029

OtherMiddle East

China

Asia(excl. China)

Europe

72%58%

45%

NorthAmerica




Europe 7,330 800



R&CA* 1,050 90

Africa 620 70


Growth measures


Airplane fleet 3.2%







FIGURE 3

CAT Magazine

NAM0.410.58 MENA

3.321.89 ASPAC

0.860.58

NASIA0.000.00

CIS0.006.43EUR

0.450.42

LATAM0.002.55

20092008

AFI9.942.12

2%3%7%

8%

23%

23%

34 %


Asia Pacific 10,320

North America 7,200

Europe 7,190

Middle East 2,340

Latin America 2,180

CIS 960

Africa 710

Total 30,900


30,900


FIGURE 1


2004 2005 2006

22

33

51

2007 2008 2009

5551

27

FIGURE 4


0 2,000 4,000 6,000 8,000 10,000

8,130

3,521

9,965

3,513

Air

bu

sB

oein

g

FIGURE 2

ORDERS 1990-2009

UNDELIVERED

UNDELIVERED

ORDERS 1990-2009

2004-2009

Air

tra

ffic,

RPK

s (b

illio

ns)


14,000

} } }

12,000

10,000

8,000

6,000

4,000

2,000

0

FIGURE 2


1990 2009 2029

OtherMiddle East

China

Asia(excl. China)

Europe

72%58%

45%

NorthAmerica




Europe 7,330 800



R&CA* 1,050 90

Africa 620 70


Growth measures


Airplane fleet 3.2%







FIGURE 3

CAT Magazine

NAM0.410.58 MENA

3.321.89 ASPAC

0.860.58

NASIA0.000.00

CIS0.006.43EUR

0.450.42

LATAM0.002.55

20092008

AFI9.942.12

2%3%7%

8%

23%

23%

34 %


Asia Pacific 10,320

North America 7,200

Europe 7,190

Middle East 2,340

Latin America 2,180

CIS 960

Africa 710

Total 30,900


30,900


FIGURE 1


2004 2005 2006

22

33

51

2007 2008 2009

5551

27

FIGURE 4


0 2,000 4,000 6,000 8,000 10,000

8,130

3,521

9,965

3,513

Air

bu

sB

oein

g

FIGURE 2

ORDERS 1990-2009

UNDELIVERED

UNDELIVERED

ORDERS 1990-2009

2004-2009

Air

tra

ffic,

RPK

s (b

illio

ns)


14,000

} } }

12,000

10,000

8,000

6,000

4,000

2,000

0

FIGURE 2


1990 2009 2029

OtherMiddle East

China

Asia(excl. China)

Europe

72%58%

45%

NorthAmerica




Europe 7,330 800



R&CA* 1,050 90

Africa 620 70


Growth measures


Airplane fleet 3.2%







FIGURE 3

CAT Magazine

NAM0.410.58 MENA

3.321.89 ASPAC

0.860.58

NASIA0.000.00

CIS0.006.43EUR

0.450.42

LATAM0.002.55

20092008

AFI9.942.12

2%3%7%

8%

23%

23%

34 %


Asia Pacific 10,320

North America 7,200

Europe 7,190

Middle East 2,340

Latin America 2,180

CIS 960

Africa 710

Total 30,900


30,900

http://www.gulfaa.com

For the past several years CAT - and others - have been warning of a pilot shortage but it appears that the industry may be finally waking up to this reality. As orders accelerate, the cycle is beginning again. A well-publicized roadshow by emir-ates was announced in July – the airline was looking to recruit up to 700 experienced crew to accommodate its fleet growth. This news came about the same time as the stunning pilot and maintenance personnel demand forecast was released by Boe-ing’s Training and Flight Services Division, forecasting a need for a total of 448,000 new airline pilots and over 500,000 mechanics to enter the profession over the next 20 years. iATA, the US FAA, and iCAO’s NGAP initiative are essentially voicing the same concern about the medium and long term supply. The problem is much more acute in the US than elsewhere given the fact that the major carriers have enjoyed a never ending supply of pre-trained pilots from the regionals and other operators, and do not underwrite any primary training costs. The regionals in turn then hire from the flight training organisations and then a shortage of instructors looms. The whole cycle is stimulated by economic expansion and mitigated by recession but these repeated cycles do not impact the long term numbers which are directly influ-enced by aircraft orders and fleet growth.

A major question is whether there is enough training infra-structure to address this demand as we head into yet another expansion. The reduction in investment in ab intio training as a result of the last recession has seen training capacity declining, while general interest in the profession seems to be waning. Hir-ing is slow coming out of the recession but given the industry’s current position on the economic cycle, it is beginning to build again. in particular, western european Low Cost Carriers and eastern european operators continue to hire, as do many carri-ers in Asia – clearly a willingness to go where the jobs are is key.

Simulator DemandThe 2009 simulator sales equation was greatly impacted by the economic recession. in last year's Sourcebook, CAT reported some 51 FFS sales for 2008 in the so-called “competitive” market. Tallying company supplied data for 2009 points to almost a 50% decline – only 27 units were sold last year, the lowest level in five years. The high water mark was 55 in 2007. with the economic downturn, the normal forces that drive simulator sales, includ-ing aircraft deliveries, pilot hiring, F/O to captain conversion,

and conversion between aircraft types all slowed. And with the increased retirement age in the US – from 60 to 65 – pilot attrition slowed, resulting in a further dampening of simulation and train-ing events and FFS demand.

CAe reported some 21 civil FFS sales in calendar year 2009, including the initial Bombardier C Series device (CAe is part of the C Series development program), but not including the air-craft’s associated engineering development simulator. Of this number, most (13) were for single aisle B737 and A320 family air-craft, and except for two B737NGs sold to Continental and one to Kenya Airways, and an A320 each for Avianca and Sofia Flight Training, all of these single aisle machines were for Asian/Middle eastern customers. Other major 2009 announcements included the award of two FFS for China’s new ArJ21 regional jet, an ATr 72 for Mount Cook Airlines, and a convertible A330/340 machine to Mumtalakat. On the training services side of the ledger, 2009 saw a contract with flydubai for initial and recurrent training on the 737-800 aircraft, as well as an expansion of the Global Acad-emy’s presence in China with a pilot provisioning contract for Xiamen Airlines.

CAe won both the majority of open competitions for FFS in CY 2009, as well as visual systems with its TrOPOS technol-ogy. The company continues to refine the 7000 and 5000 series technologies, and is showing leadership in evidence-based train-ing, using real world flight data analysis through its Flightscape products. its global network of training centres and exclusive agreements with airframe manufacturers and operators also continue to pay dividends, with mid-2010 already witnessing a 10 year agreement with Mitsubishi for the MrJ, and a master agreement with ATr for simulation and training provisioning. it also announced a joint venture acquisition of China Southern west Australian Flying College (CSwAFC) in Perth, Australia, representing the 11th location for the CAe Global Academy. And as a further sign of the recovery, by July 2010 CAe had already inked some 16 year-to-date FFS orders, including an A330/340 convertible to Saudi Arabian, two 737-900 and an ATr72 for Lion Air, a 777-300 to Turkish Airlines, and A320 and A330 machines for China eastern.

in 2009 Thales announced an A330/340 Turkish Airlines con-tract, as well as a B777-300er machine for PiA, both based on the company’s new realitySeven architecture. in the spring of 2010 Thales also announced that its first realitySeven-based A320 simulator had achieved rFT at the Airbus Training Centre in Toulouse. Together with its new 100 million pound simulator manufacturing facility in Crawley, Thales’ simulation architecture demonstrates the trend towards modular technologies, device commonalities, and increased realism and training efficiencies. The recent announcement that Boeing Training & Flight Serv-ices has been granted provisional approval for its 787 Dreamliner pilot training courses by the FAA, with advanced simulation equipment supplied by Thales, underscores these trends. Pilots can transition to the new 787 airplane in five to 20 days, and 777 pilots can qualify in as little as five days.

Montreal-based Mechtronix has long been showing how innovative technical approaches can deliver direct training rOi. Mark Dransfield, Senior Director Business Development said that LCoS projectors for visual cueing, gaming industry-based iG’s, and electric motion have become “the de-facto standard in the industry for FFS.” Mechtronix has opened a few eyes with its FFT X products with 3 DOF seat motion cueing,

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FIGURE 1


2004 2005 2006

22

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2007 2008 2009

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FIGURE 4


0 2,000 4,000 6,000 8,000 10,000

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FIGURE 2

ORDERS 1990-2009

UNDELIVERED

UNDELIVERED

ORDERS 1990-2009

2004-2009

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14,000

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10,000

8,000

6,000

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FIGURE 2


1990 2009 2029

OtherMiddle East

China

Asia(excl. China)

Europe

72%58%

45%

NorthAmerica




Europe 7,330 800



R&CA* 1,050 90

Africa 620 70


Growth measures


Airplane fleet 3.2%







FIGURE 3

CAT Magazine

NAM0.410.58 MENA

3.321.89 ASPAC

0.860.58

NASIA0.000.00

CIS0.006.43EUR

0.450.42

LATAM0.002.55

20092008

AFI9.942.12

2%3%7%

8%

23%

23%

34 %


Asia Pacific 10,320

North America 7,200

Europe 7,190

Middle East 2,340

Latin America 2,180

CIS 960

Africa 710

Total 30,900


30,900

http://www.airfrance-flightacad.com

mailto:[email protected]

illustrating the potential of less than full 6 DOF motion systems to deliver recur-rent and type rating training. Mechtro-nix has been a growing player in the narrow body FFS market, from A320 and B737-800 through to devices that support the Multi-crew Pilots License (MPL) curriculums, and see themselves as the only supplier to cover the full range up to and including Level D FFS for MPL Phase iv. “we still see a strong demand in the primary training market and especially transition-to-jet FSTD (FNTP and FTD) platforms. More and more flying schools/FTOs prefer a jet configured training device to the tra-ditional turboprop FSTD...” said Drans-field. with its emphasis on simulation, MPL is expected to help drive simula-tion sales, particularly with the larger FTOs.

industry stalwart Frasca interna-tional is also heavily involved in the transition to jet device segment, par-ticularly in the US collegiate aviation market, recently announcing a Level 6 Phenom vLJ device order from Purdue. And SimJeT, based in Australia, is prom-ising new efficiencies with its Fixed Base Training Devices (FBTD), aimed at bridging the perceived gap between procedural training devices and FFS.

A somewhat larger player, rockwell Collins, has invested heavily in entering the Level D FFS market with its “edge” technology. rockwell has now achieved Level D qualification for its B737NG at PAiFA in Miami, and its B737NG at CTC Aviation in the UK. Florida-based Opini-cus Corporation is another member of the Level D capable “club” with over 20 years of both military and civil aviation experience.

rules and TrendsLast year we noted that in europe the transition to eASA has not been easy - the eC did not consult with industry before adopting the Basic regulations. The NPAs relating to FCL and Flight Operations will be based on the JArs and are expected to become law in 2012. Like the US, there is broad recognition of the need for proper stall and upset recov-ery training but some concern about how this will be financed by the carriers. However, the international Committee for Aviation Training in extended enve-lopes (iCATee) was formed in 2009 with the aim of enhancing training for upset

and loss of control events, which are now the primary cause of fatalities. The goal is to make recommendations to the regula-tors and iCAO in 2011 and there is little doubt that there will be a critical role for the Level D FFS (to become iCAO Type 7 in 2012) in addressing upset recovery training. And MPL continues to move forward in europe with many major FTOs now holding approvals to meet the requirements.

There does remain an imbalance in installed simulator types between the US and europe - many corporate air-craft simulation assets are only avail-able on the American side of the pond. However, FlightSafety international (FSi) remains a significant supplier of train-ing for these aircraft types - and others, including regional aircraft - and in fact is the largest operator of simulators in the world, with 260 machines at 40 Learn-ing Centers around the globe. Most of FSi’s simulator production is for its own Learning Centers, and in May the com-pany announced that a new state of the art simulator design, manufacturing and support facility will be built in Broken Arrow, Oklahoma.

The FFS UnpluggedThe big regulatory news in the US is the flurry of activity in the wake of the Colgan accident. Hr 5900 was passed


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Realistic visual systems that don’t lose sight of the bottom line.

© 2010 Rockwell Collins, Inc. All rights reserved.

From the clarity of the imagery to the breadth of the graphics. From weather to terrain to correlated

sensors. Our visual systems offer pilots in training what they need to see and ultimately know. Supported by

the most efficiently updated, comprehensive airport library there is. And an image generation solution that

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and support. The bottom line? The most reliable and affordable visual systems you’ll find. See for yourself.

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CAT_Soursebook_CommSim-Ad.indd 1 8/17/10 8:33 AM

by congress in July, mandating an ATPL and 1500 hours of experience before being hired as an F/O in Part 121 opera-tions. This controversial legislation also requires the FAA to implement new duty time rules, requires new hires to disclose more employment history, mandates carriers to conduct leader-ship and command training as well as establish pilot mentoring programs and remedial training.

Much of this enjoys broad based support, and some was already sched-uled to arrive under other regulatory initiatives. But the 1500 hrs and ATPL requirement is controversial, because such a requirement does not guarantee proficiency. with the upcoming pilot demand issues, the profession risks becoming less attractive precisely when personnel shortages loom. without the potential of securing a paying job after graduating from commercial flight train-ing – some will have about 300 hours – aspiring aviators will be forced to stay in flight instructor or other roles longer, or simply not choose the aviation route. The impact on flight training schools will be significant, and some allowance needs to be made for graduates of struc-tured pilot training programs.

without evidence that the new flight time rules will make a difference, there is concern about the impact to the airline industry, making hiring more dif-ficult, and the industry less attractive. while there will be a three year period for full implementation “...it interrupts the normal flow of new pilots into the business by setting a new, dramatically higher experience level” says Kit Darby of Kitdarby.com. “it will take time for current pilots in training to develop that experience.”

One of the most promising trends is the increasing attention being paid to evidence Based Training and the use of safety data to drive training programs. Using the high value simulator asset to directly attack real-world issues such as enhanced stall training – as opposed to the almost useless prescriptive “v-1 cut” - is becoming more prevalent, and is a critical component of initiatives designed to deal with actual training issues, and therefore lowering the acci-dent rate. it may well be that the most important training trend in the next decade is to unleash the real potential of the full flight simulator. cat

Above

CTC Aviation's recently installed B737NG

Level D FFS.

image credit: rockwell Collins.

Realistic visual systems that don’t lose sight of the bottom line.

© 2010 Rockwell Collins, Inc. All rights reserved.

From the clarity of the imagery to the breadth of the graphics. From weather to terrain to correlated

sensors. Our visual systems offer pilots in training what they need to see and ultimately know. Supported by

the most efficiently updated, comprehensive airport library there is. And an image generation solution that

offers the flexibility to use commercial off-the-shelf projectors. All backed by a global network of service

and support. The bottom line? The most reliable and affordable visual systems you’ll find. See for yourself.

www.rockwellcollins.com

CAT_Soursebook_CommSim-Ad.indd 1 8/17/10 8:33 AM

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With a surprising number of new aircraft orders announced at this year’s

Farnborough Airshow, new industry forecasts predicting the need for higher numbers of airliners, pilots and mechan-ics and more airlines reporting increases in revenue and passenger traffic, it’s beginning to look like the aviation indus-try may have turned the corner to eco-nomic recovery and growth.

Upward TrendsSherry Carbary, Vice President of Boeing Training & Flight Services, equates the numbers from Boeing’s new 2010 Cur-rent Market Outlook and Pilot Forecast as a reflection of recent trends that will positively impact third party training business. This year’s documents project much higher numbers of aircraft, pilots and mechanics needed worldwide during the next 20 years than last year’s editions.

“While there is some uncertainty depending on the region that you are looking at, our overall view is that the market is becoming more positive as the world is regaining its economic footing,” Carbary said. “We are seeing the passen-ger as well as cargo market increase and the yield improve for airlines. Overall, that means that the requirement for pilots and

mechanics is going to increase. The ques-tion is, how dramatically and how fast.”

Other third party training provider executives are also becoming optimis-tic about the future as well, based on the recent upturn in the marketplace for airlines.

“I’m pretty confident that there is the sun rising over the horizon, as one might say,” said Captain Chris Clarke, Chair-man of the CTC Aviation Group. “Overall, we’re seeing a better picture than has been on the horizon over the past two years. There are significant signs for a growing need for pilot training and train-ing services generally. “

Jan van Engelen, Regional Business Leader in Europe and Africa for CAE Sim-ulation Products, Training and Services, reported that there are definitely signs of recovery. “We see airlines hiring pilots and taking new aircraft,” van Engelen said. “We see growth and we see an increase in training requirements. Revenue is slowly picking up in our training centers, and that revenue can come from anywhere.”

According to FlightSafety Interna-tional spokesperson Steve Phillips, over the past few months the company has seen a slight uptake in regional airline and business aviation training, with recurrent training business “holding its own.”

“We are very positive and in the proc-ess of preparing for a return to business,” Phillips said. “We are taking an approach of cautious optimism.”

Petri Louhivuori, Head of Sales for Finnair Flight Academy, feels that pilot training is showing slight signs of improvement.

“Nothing drastic has occurred, but I am positive,” Louhivuori said.” I believe that the next six months will show whether this feeling is true and to what extent the possible improved perform-ance of airlines will reflect into train-ing. Better airline performance, does this mean they are less in the red or are they coming above ‘water level’? That I believe remains to be seen.”

Rick Brown, Manager of Pilot Training Services for Delta Air Lines, and Sales Man-ager Andy Frey reported that they have seen an uptake in proposals for Boeing 757-6, 737NG and Airbus A320 pilot train-ing, especially over the last five months.

“We have seen more requests for initial training,” Brown pointed out. “Air-lines are actually starting to park some of their older airplanes and are either bring-ing on additional aircraft from the same fleet type or in some cases introducing new fleet types into the mix, a more mod-ern fleet type than they would have had.”


Chuck Weirauch reviews the third party aviation training segment of the industry, which hopes to benefit from recent “good news” developments.

Pilot Shortage? With the Boeing reports predicting that the world airline fleet will almost double over the next 20 years and a need for more than 23,000 pilots annually during that timeframe, the next logical question to ask is how the airlines and third party trainers are going to meet this challenge. Carbary feels that the industry will see a pilot shortage start to emerge over the next two years, particularly in regions that traditionally do not have a natural pipeline of pilots, such as the military, and also do not have the mature infra-structure and development.

Clarke feels that a pilot shortage is

Third PartyTrainers OptimisticAbout The Future

Opposite

Boeing predicts a global need for more than

23,000 pilots annually over the next 20 years.

Image credit: Boeing Training & Flight Services.

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“a distinct possibility” in nine months to a year because of the continually ris-ing costs of pilot training and the dwin-dling number of people who will be able to afford it. Coupled to this problem is the significant number of pilots that will be needed over the next 20 years, he pointed out. With such growth, the issue of pilot shortage will soon be back, van Engelen agreed.

Outsourcing As many airlines re-evaluate their busi-ness plans in light of the economic envi-ronment of the past two years, several have moved to outsource pilot training,

with others considering plans to do so. According to the third party training sources polled, this trend is expected to continue in the future, especially for new airline startups and low-cost carriers (LCCs). Obviously an increasing trend towards more outsourcing of pilot train-ing by airlines will be a boon to the third party training industry.

“With the startups, they typically would outsource their training, as they do not have an infrastructure to sup-port their initial training,” van Engelen said. ‘We have worked with some to help design their training centers, for exam-ple. With airlines that are already mature,

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we are having discussions about build-ing training centers to serve third parties predominantly.”

“The major pattern that you are seeing is being led by the LCCs,’’ Clarke reported. “Their business concept is to reduce risk, capital expenditures and administra-tive costs and concentrate on flying the airplane. Consequently, a very natural conclusion they come to is to outsource training. The trend is now for all new-start airlines to be in the LCC bracket, and as a result of that, the opportunity for third party and outsourced training are becom-ing greater and more popular.”

Carbary also reports seeing a trend for airlines to outsource their training as they re-examine their business models and challenge their business assumptions.

“Airlines are looking to see how they can become more operationally efficient, manage costs more effectively and grow,” Carbary explained. “They are now exam-ining everything, and training is a big one. We are seeing around the world, in devel-oping countries as well as mature econo-mies in all spectrums of business models, where they are truly looking at how to outsource. They don’t feel the need to own all the assets and control all the training.”

While airline mergers and consolida-tions are taking place more in the US than elsewhere, as far as the training providers polled are concerned the verdict is still out as to whether this trend will affect third party training business. According to Brown and Frey, the impact of consoli-dation on training depends more on each airline and the types of aircraft they fly. For example, Delta and Northwest only had one common fleet type, the Boeing 757, when the two airlines merged.

CentralizedAlong with more outsourcing, another trend affecting third party trainers is for

airlines to move towards more central-ized training at or closer to their opera-tions centers. Some European airlines are arranging pilot training in that region rather than the traditional approach of sending them to the US for training, for example, even if the training itself may be more expensive there.

“We are seeing more business at our training centers outside of North Amer-ica as more European operators do more training in Europe,” Phillips said. “We are seeing more opportunities in that region and less and less for them to come to the US for training. This trend is increasing steadily by 10 percent a year. Other cus-tomers are coming there from countries that we hadn’t seen before.”

Clarke reported that the appeal of centralized training has grown, espe-cially for LCCs in particular as the costs of recurrent and refresher training “have become huge.”

“So where one can offer training on location, or partner with the airline to provide a small locally based training center are the ideal solutions for the air-line,” Clarke said. “Usually the airlines will bear the slightly higher costs of such training because they are saving so much money by not having to send their pilots elsewhere.”

CAE has partnered with a number of airlines to develop training centers at their base of operations in the past and is currently having discussions with other airlines to establish such centers, van Engelen said.

“We are also in discussions with air-lines that do have such a training center

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Above

Third party training suppliers are benefiting

from airlines outsourcing their pilot training.

Image credit: CTC Aviation Group.


about how they can make their training more efficient in terms of courseware and capabilities,” van Engelen pointed out. “They are looking at reducing their costs either by outsourcing their training centers or even for us to commercially exploit their training centers in terms of third party training.”

Single-source Training While all of the third party training provid-ers polled feel that their responsibility is to not only improve training for their custom-ers, they also want to help them manage costs and improve operational efficiencies as well. One way to do this is by becom-ing a single-source training provider for all their airline customer’s needs.

“We are seeing customers actually starting to look for what we would call a single-source training solution,” Carbary said. “This means partnering with some-one who can do everything that they need. I think that you will continue to see that, especially now as they are really struggling to stay afloat. This is where a provider could be a broker and advisor for training, as well as develop courseware, deliver training and everything else.”

Such training organizations could even provide pilots. Through its Pilot Provisioning concept, CAE is able to provide a pool of cadets via its Global Academy. The company also maintains a database of screened and qualified senior pilots as well.

“As our airline partners come back with a requirement, we allow them to very quickly help our customers satisfy their needs to have qualified pilots to fly their aircraft,” van Engelen explained.

TailoredYet another emerging third party training trend is to provide more tailored train-ing to better meet customer needs and expectations.

“’We are focused on more tailored, data-driven training solutions,” Carbary said. “Customers don’t want and should not expect the same course being trained year after year. The world is chang-ing, and training has to adapt to these changes as well. We are moving from more of an academic-focused training to an operationally focused curriculum. We are tailoring our courses to help our customers become more operationally efficient, such as fuel efficiency courses, for example.” cat

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The start point in reviewing the training requirements is to better understand the state of

the aviation industry in the region. iCaO believes that, despite the financial down-turn of 2008, exacerbated by the 2009 depression, economies of emerging coun-tries including those in the asia Pacific region, are expected to grow over the next 20 years. in China, the economy is expected to grow by 9.5% in 2010, spend-ing by consumers is forecast to increase rapidly, over 8% per year, while in india, consumer expenditures are expected to grow at a rate close to 7% annually.

Thanks to a fast growing urbanisa-tion rate, populations in asia Pacific are showing an increased tendency to use air transport. While world passenger traffic is forecast to increase by 4.7% annually, the asia Pacific region’s revenue-passenger kilometres is forecast to grow at an aver-

age annual rate of 6.3% between 2010 and 2030. The airlines whose main place of business is located in the asia Pacific region have the strongest growth of all regions. governments actively support their countries’ air transport infrastruc-tures, in an effort to encourage economic growth. in China, the domestic traffic grew by a stunning 21% in 2009.

During the last 10 years, domestic traffic in asia Pacific has more than dou-bled, thanks to economic growth and to the expansion of low cost carriers (LCC). LCCs already represent 14% of asia Pacific’s total traffic and 60% of the region’s domestic traffic. The capacity of LCCs between asia Pacific markets grew by 37% in 2008. LCC traffic among the region’s countries is forecast to increase by 10% a year over the next 20 years. Their objective is to capture the huge air travel markets represented by

increasing middle classes. in the region, the traffic growth will be fuelled by the emergence of medium and long haul routes. Whilst there is variation on that rate of growth, the example of China is particularly interesting. according to asian aviation expert John Bent “the percentage of the population in China with sufficient funds to fly is escalating rapidly towards the total population of the USa”. Put that statement alongside the present count of airliners in China, some 1500, when compared to the 6000 that are operating in the USa, and there is a ready indication of the poten-tial scale of the growth. Similar figures

The huge diversity of cultures and the wide variation on the level of maturity of airline operations across asia make any sweeping generalisation about the state of play of aviation training in the region very problematic, writes Chris Long.

Civil Aviation training in Asia – inspiring the Next Generation

above

asia Pacific’s growing fleet – China airlines

will start to take delivery of the airbus a350-

900XWB in 2015.

image credit: airbus.


are true of india, and whilst these two giants lead the pack, the trend else-where is to continue to build the num-bers. in indonesia, for instance, the large population is geographically dispersed, and air transport is frequently the most practical form of transport and is likely to remain so.

Growing Aircraft FleetFigures from iCaO recognise that, as a consequence of traffic growth, asia Pacific’s fleets are expected to grow fast between 2010 and 2030. For passenger air-craft, the region’s average annual growth is expected to be 5%, the strongest rate of all regions. The freighter aircraft fleet in asia Pacific should increase by 5.3% annually, the second highest worldwide growth rate after the Middle East region.

asia Pacific’s fleet (including all com-mercial air transport aircraft) is expected to increase from 7,614 aircraft today to 32,646 in 2030. The region’s fleet will grow from 12% of the total world fleet today to 22% in 2030.

Pilot DemandWith more aircraft, the region will need more qualified personnel. Pilots will be

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needed to fly aircraft. in the view of iCaO the region will need to train over 10,000 new pilots a year to fly increasing num-bers of aircraft and compensate for retire-ments. Between 2010 and 2030, asia Pacific’s pilot population should increase from 50,344 (11% of the world total) to 229,676 (23% of the world total).

The key issue will be for the asia Pacific countries to recruit, train and retain sufficient pilots. The title of this piece - “inspiring the next generation” is a quote from Simon Wu, Director of Flight Operations for Hong Kong airways, and he expresses his concern that recruit-ing so large a number of pilots is going to be very challenging because “with the booming economies and industries in the region, manpower resources are keenly contested commodities”. in a commu-nity where success is largely measured by financial achievement alone, the new reality of pay levels in the airline busi-ness is not immediately attractive to the brightest and best.

trainingThe range of experience and scale of operation of airlines in the region is huge, reflecting as it does as great

a diversity as any population on the planet. There are world-leading airlines who show the way on a global scale, and those who operate in economic and regulatory poverty. Classifying these airlines is not easy, but Cor Blokzijl of Mandala airlines based in indonesia suggests that there are three broad cat-egories of airlines and their associated training systems. The first group is com-posed of the major airlines with training programmes based on either Faa or EurOps (Jaa) and which work closely with the manufacturers training guide-lines. These airlines are frequently at the leading edge and are often the first in the world to adapt to new technology and regulation. The second group have certified training programmes based on local standards, and training is con-ducted in TrTOs comparable with those of Faa or EurOps. Sometimes, however, these airlines lag a little in the most recent standards and consequently on occasion come under scrutiny of Faa or EU safety bodies and can become sub-ject to airspace bans. The third group is the airlines which train locally to local standards. They frequently run under “grandfather” rights and therefore often

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use equipment and training not well suited to present needs. in addition, such airlines regularly regard previous military experience as a qualification for flying and managerial competence when experience elsewhere has shown that there is little correlation between military performance and the demands of present day civil aviation. This is par-ticularly true in the field of good CrM practice and the adoption of Safety Management Systems (SMS) culture. Symptomatic of the issues which can arise there is also a concern that in some airlines which are driven without a safety culture in mind, best practice can be sorely lacking. if, for instance, a 6-monthly simulator check for First Officers is not required by the naa, then first of all the FO does not get that critical training, but in addition the sim-ulator check is run with two captains on the flight deck – again not ideal from a CrM point of view.

Regulatory issuesas with other disciplines in aviation, the regulations and the regulators need to move forward to adapt to the latest advances. This is no better illustrated than by the view of the Hong Kong CaD as expressed by Simon Chean. Taking the initial spur of the iCaO Universal Safety Oversight audit Programme which requires that regulators oversee the implementation of SMS, he is very clear that formal training is required for regulators, and that the overreaching aim at the moment is to emphasise and

reinforce training in SMS and its com-pany-wide culture. The training of regu-lators in this critical discipline should be through adopting a formal approach, and could perhaps be best addressed through iCaO and naas establishing specific training courses, the completion of which would become a formal qualifi-cation for regulators.

He believes that “regulatory training improvements can ensure uniform appli-cation of iCaO requirements and mini-mize the differences in safety oversight requirements applying in the industry”.


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Evolution in trainingThe leading training providers in the region have not been slow to react to the latest developments in regulation and technology in training. in some ways the relatively low throughput of some of the legacy training systems in terms of scale and capability has made this process easier – not so much a question of refurbishing existing sys-tems, but rather being able to start with a greenfield solution. as Kevin Speed, regional Leader asia for CaE says “last fiscal year, roughly half of all new com-pleted simulator sales worldwide were in the asia region... the growth in pilot needs across asia has created a situa-tion where more low-experience pilots are training for First Officer positions.

as the industry transitions towards more competency-based training programmes, rather than hours-based programmes, we believe that a structured training programme that blends theo-retical knowledge with focused high-fidelity simulation and relevant aircraft experience can provide the skills and decision-making judgement necessary to fly today’s advanced commer-cial aircraft. an example of such a training package is in ab initio training where “we are also midway through the first CaE Multi-crew Pilot Licence (MPL) beta programme with sponsor-ing airline airasia, and anticipate further MPL programmes in the near future”.

Caution – and optimismJohn Bent again “taken as a whole, the local asia pilot training market will become quite stressed. in an industry already con-cerned about the relationship between training and operational safety, as well as rapidly declining experience levels on flight decks, the training supply-demand mix is unhealthy, and may spawn a further rise in accident rates. The inevitable fixes will be reactive, and quality of training process will become sub-sumed by rate and volume of delivery, as usual”.

a strategic view by nassima Hamza, Business Development Manager at Thales, notes some key points which give cause for optimism. The overreaching characteristic in the region is that, in marked contrast to the short term view so often forced on organisations in the west through economic constraints and concerns about future growth, in asia a long term strategy for training is emerging, triggered by the predicted continuous expansion. inevitably that can mean some short term finan-cial pain, but aviation is generally seen to be so critical to con-tinuing development and independence that there is support at national level to build and sustain robust training systems. Many of the naas are keen to rapidly adopt new international standards and frequently lead the world with their introduc-tion. The scale and rapidity of the introduction of new technol-ogy and methodologies as evinced by the simulator deliveries shows that vision being turned into reality. The wish in asia is for countries to own their training identity, and to move away from dependence on external sources. in fact the move is not only to look for self sufficiency, but also eventually to realise the long term goal of becoming training providers not only to the region but, perhaps in the long term to the global market. That is a paradigm shift, but, given the massive investment presently underway in training in the region, one that should be consid-ered seriously.

as the aviation industry picks itself up from the recent eco-nomic difficulties it is well recognised that there is still room for significant growth. Huge aircraft orders from the gulf region over the last few years perhaps indicate that the immediate growth there is already being catered for – but the region with the greatest potential for even more expansion is asia. Without doubt there are significant concerns as to how the training to match that growth is carried out, but by the same token there has already been huge progress in the establishment of mod-ern, credible and robust training processes. it may be that hith-erto the region has looked for guidance from historic sources of competence, but it will surely not be long before the rest of the world is looking hard at the major players in asia in order, perhaps, to adopt approaches which originate in that part of the world. cat


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Question: What do commer-cial airline pilots and AMTs have in common? answer:

There isn’t enough of either. Like its counterparts in the cockpit, the global aviation maintenance industry is facing a critical shortage of experienced aMTs to support the present and future fleet of airlines worldwide. How many aMTs are needed, and how critical is the need, remains a source of debate.

To meet this challenge of providing aMTs to service new, more complex aircraft, and still remain viable in a very competitive, cost-conscience environ-ment, trainers need to modify their train-ing methodology to be able to train aMTs smarter, faster and cheaper.

training MethodsOne solution would be to apply “learn-by-doing training methodology sup-ported by virtual technologies to provide

the maximum exposure to skills required on the line,” said Michele asmar, director of delivery services for Montreal-based CaE. That methodology would encom-pass ab initio and initial type instruction to specialized and refresher training. To replace aMTs retiring, and to handle the projected growth in the years to come, several related challenges will also have to be met, including finding the neces-sary capital to train under tighter training budgets. MrOs need to make their oper-ations more efficient through the use of LEan and other process improvements, thereby freeing up the funding needed to train additional aMTs. They also must familiarize themselves with new time and cost reducing training technologies.

The shift from the traditional 2-step approach of obtaining knowledge through a “chalk and talk” format into higher-end simulators to a virtual envi-ronment from the outset is an emerging

trend. The change blends knowledge and skills throughout the curriculum, then advances to the mid-level by using eas-ily accessible and cost-effective mainte-nance training devices.

Virtual environmentsanother training trend that continues to evolve is the use of high-speed internet and easy-to-use virtual training tools. aircraft-specific portable simulations and virtual aircraft visualization tools as well as 2D and 3D aircraft component models are fast becoming commonplace in training. The use of integrated train-ing tools, from the desktop trainer to

Trainers and manufacturers of training devices are finding more economic and efficient ways to train aircraft maintenance technicians (aMTs). Robert W. Moorman reports.

Filling the Bill

above

Engine maintenance personnel from

Mozambique at gE’s Customer Technical

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the Level D full flight simulator can help expedite aMT training and save training costs over the long run, according to sev-eral training experts.

generic troubleshooting and diag-nostic testing tools have been enhanced and aid in aMT training and have the added benefit of tracking, evaluating and providing feedback to trainers and trainees. 2D visualization tools help iden-tify serviceable components and run prescribed procedures, and 3D aircraft component models help train aMTs on construction and interaction of parts, run-through and safety procedures and gain familiarization with specialty tools. instructor-led simulation-based class-room training is still an integral part of the aircraft-specific simulation training for aMTs.

“interactive software materials, good video presentations and computer-based training that can enhance the chalk-and-talk teaching is very valuable for today’s engineering [aMT] training,” said Paul Swain, technical training manager for Flybe, a large British European regional airline.

Laurent Dussillois, graphics and media manager for Snecma, part of the

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Safran group said today’s training of aMTs of engines must include high res-olution graphics, 2D and 3D animations, movies, texts and even story boards.

Electronic Performance Support (EPS) tools with virtual environments are a technology gaining popularity among aMTs to gain access online to docu-ments and aircraft maintenance sched-ules. EPS tools also reduce the reliance on aircraft for continuous training, which provides a significant dollar saving to the airlines. Distance learning is play-ing a larger role in aMT training, in part, because of the huge savings customers can derive, and because airlines are no longer wary of the effectiveness of the internet as a viable training tool.

training ModelThe single most significant development in aMT training in the last decade is the move toward “a competency-based training system versus an hour of theo-retical-based system,” asmar said.

at present, the regulations don’t clearly outline the difference. The inter-national Civil aviation Organization (iCaO), the international air Transport association (iaTa), and various regu-

lators are trying to develop a training model for competency-based training.

But with cost being the driver of eve-rything these days, pushing the higher standard is a tough sell. “if we believe a program should be four or five weeks, and the regulations are slack and say three weeks is good enough, the custom-ers often take the three week program,” said asmar.

While some regulatory bodies have yet to fully embrace competency-based training, the methodology is becoming fairly typical among training providers.

From the first to the last day of the airbus Competency Training program (aCT) airbus utilizes “less theory” and “more practice” using available tech-nology, said Frank Johnson, manager of maintenance training for airbus ameri-cas Customer Services, inc., in Miami. The training programs are driven in real time in “operational scenarios or on the line,” he added. The aCT package for aMT training includes the aCT Training, and Virtual aircraft, which allow trainees to perform complete maintenance tasks in an operationally oriented methodol-ogy. During a recent interview, Johnson kept returning to the one area of aMT

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training to which airbus is committed — active versus passive learning. “air-bus is using input from industry sources that allows it to use the aCT trainer and a virtual aircraft in the electronic age,” he said.

airbus mobile aMT training crews can fly with the aircraft being delivered, then assist in getting the aircraft type certified. The team then helps develop the maintenance training programs on the aircraft. airbus recently completed an aMT training project for São Paulo, Brazil-based TaM Linhas aéreas (TaM airlines). The program, which trained more than 70 aMTs, consisted of six consecutive line maintenance courses, each 25 days long.

“You will see much more mobile training for mechanics than pilots,” asmar said. “it is not just about pro-viding cost effective training. it’s about providing just-in-time training, obtaining operational information as required.”

if competency-based training is the new fuel, then harmonization of aMT training worldwide is the engine. Harmonization, said Johnson, is needed to give clear guidance and

classes,” Johnson said. “These mainte-nance organizations want me to verify our course content because their airline customers are regulated by EaSa, which wants to verify our level of training before they will award contracts.”

Today’s aircraft systems are so inte-grated and interconnected by iT systems that “we don’t need a pure mechanic anymore,” said Holger Beck, chief operat-ing officer for Lufthansa Technical Train-ing. “We need a fully-fledged technician

guidelines to trainers, maintainers, manufacturers of training equipment and aircraft operators.

“i get more and more calls from MrOs, who have hired technicians that formerly worked for airlines and were trained here or at one of our mobile


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that has a clear view of the mechanical up to the avionics systems.”

When fly-by wire, and sophisticated iT systems became the norm, pilots were compelled to also become systems man-agers. aMTs are today faced with the same dilemma,” said Beck. Troubleshoot-ing problems on today’s sophisticated aircraft is another challenge to aMTs. To be effective, aMTs now have to rely heavily on supporting iT systems to get the job done, Beck added.

another major change in aMT train-ing, he said, is the role of the instructor. The instructor has gone from the primary source of instruction to the facilitator of the overall training program, which includes numerous software and hard-ware training aids.

The new airliners coming to market help aMTs, but also create challenges. new aircraft, such as the Boeing 787, have highly developed internal fault systems, which notify personnel on the ground of maintenance problems. For training purposes, these internal fault systems are also built into the simulators and procedures trainers. But that begs the question: Do trainers teach aMTs about all faults found?

“We’re not going to teach the mechanic about every single fault,” asmar said. We’re going to help mechan-ics understand the tools that will help them figure out what and where the faults are.”

DevelopmentsSeveral developments have occurred in the last year at companies providing training equipment and solutions.

Since CaT last visited, abaris Train-ing resources, a leader in composite training, has added two new engineer-ing classes, one for advanced structures analysis and one on advanced repair design. it has also added a course for managers, who wish to learn more about composite materials and processes.

gE’s Customer Technical Educa-tion Center (CTEC) has begun providing service training for Cargolux aMTs on the gEnx-2B power plant for the new Boeing 747-8 Freighter. The training is a combination of line maintenance, fan/stator split, engine and installa-tion training, plus borescope inspection instruction.

Last april, CTEC began offering line maintenance training on the Wal-

ter M601 turboprop engine. The single largest application on the engine is agri-culture, followed by the raytheon King air 90, which has the 601E. Tim Myers, manager, CTEC, said CTEC has trained about 30 people on the engine. in other developments, gE will soon launch an engine test cell simulator at CTEC. The simulator will be used to train aMTs on the gE90-115B initially. it will allow stu-dents to come to CTEC and be trained in the operation of engine test cells. gE’s new state-of-the-art training center in Qatar will open this year, said Myers, and airlines from asia and africa have signed up for aMT training on the gE-0-1B engine.


Lufthansa Technical Training has enhanced its training operations con-siderably over the last year. Last year, CaT wrote about the a380 desktop trainer for aMTs, now LTT has expanded the technology offering to the airbus a330/340/320 and the Boeing 747-400.

LTT is providing a fully integrated maintenance-training program for the a320, and plans are to offer the same for the a330/340 by the fourth quar-ter. in what might be considered retro-instruction, LTT decided not to replace all-paper training manuals for aMTs with electronic versions. “We still have a lot of aMTs that prefer the printed manual,” said Holger Beck, COO of LTT,

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which conducts 22,000 hours of training annually from 14 dif-ferent training sites worldwide. LTT has created a quick refer-ence handbook for old-school-preferring aMTs, in addition to the electronic version. an apt example of the “blended training approach” to aMT training, said Beck.

Flybe Training academy, the training arm of the same named airline, provides B1 and B2 type maintenance training on the Bombardier aerospace CrJ 100/200/700/900, Q400, Dash 8-100/200/300, Embraer 135/145/170/190, aTr 42/72, and the avro 146. Flybe operates the Q400 and Embraer 190, yet main-tains aircraft for numerous airlines.

in addition to providing type training, Flybe provides famil-iarization, human factors, fuel safety and Electrical Wiring inter-connect System (EWiS) training. EWiS training was mandated by regulatory authorities following the 1996 crash of TWa Flight 800, which exploded and crashed off Long island, and Swiss air Flight 111, which crashed in 1998 off the coast of nova Scotia. Faulty wiring in fuel tanks was considered a factor in both accidents. Flybe trains approximately 250 aMTs in type training annually, not including specialty training.

a contract to train aMTs on a host of Pratt & Whitney Can-ada’s (P&WC) engines is by far “the biggest news this year” for FlightSafety international (FSi),” said Mike Lee, director of main-tenance training business development. Beginning January 1, 2011, FSi will begin training aMTs at its north american main-tenance training facilities in Montreal, Hawker-Beech centers in Wichita, Dallas/Ft. Worth, Toronto and West Palm Beach. FSi also will train aMTs in Paris, China, Singapore, australia, South africa and Brazil.

Lee said the partnership would require its facilities to be significantly expanded. The Montreal center, where much of the training is expected to take place, will get a “complete renova-tion,” said Lee.

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antycip Simulation and DiSTi have teamed up to provide virtual maintenance training packages for military and civil sec-tors. To enhance maintenance training, antycip is investing in tactile tables and giant touch walls. “Commercial aircraft man-ufactures are starting to adopt the virtual maintenance tech-nology that was pioneered by the US Military,” said DiSTi CEO Joe Swinski. “We’ve already seen other commercial industries including power generation and the automotive industries adopt this technology.” DiSTi has contracted directly with OEM’s on numerous successful projects. The company is actively work-ing with rotary and fixed wing aircraft OEM’s, which see a com-petitive advantage in having 3D interactive training materials produced for consumption by their customers. antycip, which represents DiSTi in Europe, would like to provide aMTs with a virtual training offering for the airbus a400M utility aircraft, the Eurofighter and civil airliners.

CaE announced at the 2010 Farnborough airshow that it would provide a range of products and support services to oper-ators of aTr aircraft. Both the training provider and OEM will collaborate on deploying simulation equipment and training pro-grams at their customer training centers worldwide.

With the worldwide economy improving, and orders for new aircraft increasing, the need for highly trained aMTs is expected to increase appreciably in the years to come. Boeing anticipates a market of 30,900 new commercial passenger and freighter airplanes over the next 20 years, while Embraer fore-casts global demand for 6,875 jets in the 30-120-seat segment over two decades. if their prognostications prove correct, this would be welcome news to those needing aMTs and those that train them. cat


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The world of the cabin crew is a busy one. The 21st century cabin crew is a front line aviation

professional who must balance the needs of the passengers with the processes and procedures required to keep them safe under all circumstances. Many cabin crew will never experience a real emer-gency, but that doesn’t make the training they receive any less vital.

Disruptive PassengersDisruptive passengers have long been a problem that flight attendants have had to deal with while on board the aircraft. in 2009 Transport Canada introduced new regulations aimed at reducing the incidence of interference with a crew member. The broad reaching regulations addressed statements or actions that may distract a crew member from their safety responsibilities, made by a person onboard or about to board an aircraft.

Because of this broad reach, the associ-ated required training must be delivered to all “operational personnel”, including crew members, gate/check-in staff, and their immediate supervisors.

Canadian air operators set about the challenge of developing new procedures in time for the 2009 deadline, and plan-ning the training required in 2010. These important new initiatives represented an increased pressure on the industry, particularly during a time that many are still recovering from revenue shortfalls and staff reductions, not only to research and develop the new training, but also to design the best use of resources in its delivery.

as a means to alleviate these pres-sures, the inflight institute introduced a unique online training program entitled ‘in Our Customers Shoes’. The purpose of the training is two-fold. The regula-tory requirements of training under the

interference regulations are met, while the principles of understanding why this behaviour may occur are seam-lessly integrated throughout. Unprec-edented multi-agency cooperation and behind-the-scenes aerodrome access allow the program’s dramatic multime-dia presentation to engage and interact the learner as they follow both a cus-tomer and a crew member from the start of their day through to the com-pletion of their journey. at the close of each video clip, the online learner is offered a series of options to address the challenges presented within the scenario, and is then shown the result immediately as each decision is made

Changes in service standards, workforce reductions, regulatory change, and ever present security issues are concerns for flight attendants around the world. Fiona Greenyer provides a summary of today’s cabin crew training technologies and techniques.

Cabin Training review

above

restraining kits are designed to be effective and also simple to use.image credit: SecuriCare.


which either increases or decreases the anxiety of the character.

Lesson text on regulatory require-ments and operational procedures sup-port the program’s media, as does a re-cap exam at the course’s completion, the results of which are maintained with the operator’s training records. With an aver-age running time of three hours, the effi-ciency of the program allows operators to save on financial and human resources (instruction personnel, travel, per diems, facilities), while allowing the learner the freedom of training in the comfort of their own home.

UK-based SecuriCare has been work-ing with the airline industry since 1996 and specialises in the management of disruptive passengers. The company has developed a complete strategy that is specifically designed to meet the challenge of preventing and managing disruptive behaviour. all courses are designed to be interactive, engaging, and encourage the crew to input and share their own experiences. Scenario-based exercises allow them to put into practice, in a controlled environment, the skills they have learnt.

The training comprises of three modules progressively working through ever more disruptive scenarios and the best means for cabin crew to manage and stabilise situations. The interac-tive course is designed to encourage a progressive team approach to man-aging disruptive passenger behaviour. Crews are also taught how to respond to physical provocation which covers incident awareness and management, initial approach/response, and posi-tive body language techniques. it also includes skills designed to help a mem-ber of staff to reduce the risk of escala-tion during the intial stages of physical provocation.

“The last resort is to restrain the pas-senger” said adrian Pannett, Director, SecuriCare. But if the situation requires restraint, SecuriCare’s restraint kits are designed to be effectively and simply used. The straps are designed like air-craft seatbelts as it is what the crews rec-ognize and can use easily in a stressful situation. The Seat restraint Kit secures the passenger to the seat and prevents them from posing any further threat to the safety of the aircraft, its crew, or other passengers for the remainder of the flight.

ContractsBusiness has been brisk for many of the manufacturers of cabin crew training equipment. Superjet international Train-ing Center is now ready to provide the first type training course for cabin crew for the Sukhoi Superjet 100 aircraft. The CEET (cabin emergency evacuation trainer) will be available at the SJi Train-ing Center located in Tessera-Venice, italy by the end of July. The trainer accu-rately reproduces a section of the Sukhoi Superjet 100 design in terms of features and size. The device will be used to train flight attendants and pilots in CrM, as a door trainer, and normal and emergency flight procedures. The system simulates several anomalies including door jam, door handle locking and slide inflation failure. Simulation of hidden fire/blaze is provided with six smoke and fire gen-erators. The simulator is placed on a tilting platform support which supports emergency evacuation with nose land-ing gear or one of the main landing gear collapse.

EaDS rST has been developing cabin crew training devices since 2000, and more than 40 simulators have been delivered worldwide, but never to rus-sia. Last year, rST won their first rus-sian contract, with the aviation Training Centre (aTC) in St. Petersburg. The con-tract was for an airbus a320 door trainer to be equipped with part of a cabin and passenger seats to ensure the training of different evacuation scenarios in realistic surroundings. Based on good coopera-tion and coordination between both part-ners, the door trainer was installed in the St. Petersburg training centre just five months after the contract signing.

in the Middle East, Oman air has awarded a $2.6 million contract to Spatial Composite Solutions, the Dubai-based manufacturer of crew training equip-ment, for two new cabin crew safety trainers. Under the contract, Spatial will design and build a330-300 and B737ng emergency evacuation trainers which will be installed at Oman air’s new avia-tion Crew Training facility at Muscat international airport. Delivery is sched-uled for October 2010.

“These devices are equipped with the latest cabin training technology and will provide our growing team of cabin staff with the best environment in which to hone their safety training skills. We look forward to receiving our new train-

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ers including the flagship a330-300 later this year,” said Peter Hill, chief executive officer, Oman air.

Founded in 2007, Spatial Composite Solutions is the only specialist manufacturer of crew training equipment in the Mid-dle East. Virtually all components used in the construction are manufactured in the company’s Jebel ali factory.

One company at the forefront of aviation safety and cabin training is aviation australia. Widely known for its EaSa/CaSa/HKar approved aircraft Maintenance Engineer training, the Brisbane-based organisation also operates the only independent fully equipped cabin crew training centre in australasia in order to provide pre-trained cabin crew to airlines and recurrent Emer-gency Procedures training capability to industry.

While its facility already contained a variety of evacuation trainers, aviation australia recently added a custom built wide-body cabin simulator to ensure that service and evacuation train-ing across the full scope of aircraft types could be offered. The new high-tech device compliments the full cabin B737 and EMB 190 trainers, numerous door trainers, escape slides, rafts and a water survival facility (with HUET capability).

Completed in 2010 and with ongoing upgrades, the new B777/a330 simulator presents aviation australia’s cabin crew trainees and client airlines the opportunity to use a fully capa-ble high-tech simulator that offers two class seating, fire/smoke simulation, infrared and multi-angle conventional DV cameras with dispersed microphones, DV recorders, deployable oxy-gen masks, fully fitted out lavatories, galleys and even a crown crew rest access. Under the watchful eye of aviation australia’s experienced instructors, cabin crew can explore the full range of scenarios aboard an authentically appointed wide-body aircraft


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in the most realistic environment possible, so if the time comes, they are ready and prepared for any kind of emergency.

CommunicationCrM encompasses a wide range of knowledge, skills and attitudes including communication, situational awareness, problem solving, decision making, and teamwork. The importance of good commu-nications between the flight deck and cabin crews has long been recognised as a vital element to a safe environment, and it is an area of training that is regularly improved upon and studied.

With what seems to be constantly changing working condi-tions, good communications become ever more vital. One study that has been done in this area is by Lori J. Brown of Western Michigan University, and the results were presented at the World aviation Training Conference and Tradeshow (WaTS) in Florida earlier this year.

“gaps in effective communication, can lead to loss of life, or create a communication gap that could impede the information transfer to the pilots,” she said during her presentation ‘Both Sides of the Cockpit Door: a global Study’. Funded by Western Michigan University, the survey looks at pilot/flight attendant communication and joint training issues, and is to be published in the Faa international Journal of applied aviation Studies.

The study identified barriers which may leave flight attend-ants and pilots feeling isolated and may impede effective com-munication. These can include inadequate briefing, no introduc-tions, poor morale, fatigue, lack of scenario-based CrM training, or misunderstanding of the sterile cockpit rule.

Out of 224 flight attendants sampled, 55% reported that they have been hesitant to report a problem and 16% indicated that they have had a situation where they did not report a problem and did not inform the flight deck, because they thought they already knew. Out of the 51 pilots sampled, 57% indicated they have noticed that flight attendants may be hesitant to report a problem due to misunderstanding of the sterile cockpit rule, or other reason.

The survey results indicated that gender has the potential to impede or influence flight attendant/pilot communication. asked to select the areas of training that they felt were lacking for pilots and flight attendants, the results showed fatigue recognition and countermeasure training as the most popular response, fol-lowed by joint CrM training, joint pilot/flight attendant security training and scenario based security training. 79% of respond-ents reported that they thought it would be beneficial for flight attendants and Federal air Marshals to do their training together.

The conclusion that Brown and her team found in the study was that it was doubtful that fortress door or secondary barri-ers will be removed from US airlines, and communication gaps surrounding these post 9/11 changes can be lessened with the application of possible remedies.

“Crew Orientated Flight Training (COFT), training develop-ment and scheduling may not be realistic for all carriers in these lean economic times, but improvement of sterile cockpit training, and improved crew briefings are both viable and crucial,” con-cluded Brown.

Coordination of the flight deck and cabin crew has never been more challenging, and as Brown noted, “let us not forget the possible effects of airline mergers on communication and crew coordination.” One issue among many that will continue to be discussed throughout the next year. cat

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The overall theme of EATS 2010 is “A New Era in European Aviation Training,” and along

with highlighting Turkey’s unique aviation training sector, the conference will focus on the industry’s overall challenges and prospects heading into a new decade.

With its accompanying exhibition, EATS provides a uniquely European per-spective on civil aviation training, yet attracts conference delegates, speakers, and exhibitors from around the globe. Since inception, a hallmark of EATS is the quality of attendees – quite literally the majority of the senior personalities that drive this highly specialised sector.

Personnel recruitment, selection, and F/O training issues will be centre stage at EATS 2010, including the actual expe-rience with MPL. As usual, the confer-ence will include an update on the role

of EASA as it continues its regulatory evolution, including Flight Crew Licens-ing and Flight Operations NPA activi-ties. Training for safety and security, human factors, new navigation tech-nologies, LOC-I, cross-cultural issues, CRM, and TEM will be covered, with viewpoints from the continent’s most informed industry players, including air-craft manufacturers, FTOs, TRTOs, and national regulators. Entirely new initia-tives, including the promise of a global training best practise repository will be explored, as well as insights into posi-tioning organisations to take advantage of the looming economic recovery.

Rounding out the conference will be a simulation technology update – from desktop devices to Full Flight Simula-tion, with an emphasis on the simulation technologies and techniques that are being introduced for new aircraft types such as the B787. The Aviation Industry’s Computer Based Training Committee (AICC) will conduct a special session on everything you need to know about air carrier e-learning.

For the latest up-to-date conference programme as well as further show infor-mation, please visit www.halldale.com/eats. We look forward to seeing you in Istanbul! cat

The European Airline Training Symposium (EATS) is journeying to Istanbul, Turkey for the 2010 event.From November 9 to 10, we’ll be continuing our annual tradition of exploring European expertise in aviation flight training and simulation. Conference Chair Chris Lehman files an update.

EATS 2010 Flight Plan Now Filed for Istanbul

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simulator news

First ATR simulator in Ireland for Aer Arann – aer arann is set to benefit from a major training facility with the arrival of the first ever aTR 72/42 full flight simulator in ireland. The simula-tor is managed by simtech aviation at Dublin airport. The simulator is primarily a training facility for aer arann, which means training new pilots as well as using it to perform proficiency checks for current aer arann pilots that previ-ously took place in Toulouse, France at the aTR facility. The simulator uses a six electric axis, 36-inch stroke motion base, certified by the irish aviation authority to level C.CAE Wins C$55M in Training Con-tracts – CaE has won C$55 million in new training solutions contracts with Bombardier, aTR, Vietnam airlines, and a U.s.-based legacy airline. The contracts include the sale of four full-flight simula-tors (FFs).Level 5 Qualification for SimCom’s TBM 850 FTD – simCom’s TBM 850 flight training device (FTD) has received Faa level 5 qualification status. intro-duced to its simulator fleet last year, the TBM 850 FTD has demonstrated its ability to meet exacting Faa perform-ance standards and is now approved for specific training endorsements.

The type specific device may be used for satisfying flight review and instrument currency requirements as well as obtaining a high altitude endorsement. This approval provides operators the convenience of satisfying these Faa requirements while enrolled

Compiled and edited by the CaT editorial team.

For daily breaking s&T news - go to www.halldale.com.

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above

simCom’s TBM 850 FTD.

image Credit: simCom.

in initial or recurrent training. simCom is the exclusive factory authorized training provider for the socata TBM in north america and Mexico. Training on the TBM series is offered at simCom’s facil-ity in Orlando, Fl.ELITE Advanced ATD Certification – The first fully integrated, transportable desktop advanced aTD (aaTD), the EliTE PT-136 “Proficio”, has received Faa certification. The PT-136 was designed specifically for portability and ease of operation. it is the ideal solution for classrooms, learning labs, freelance instructors, space limitations and

personal training. The Proficio delivers the latest in digital technology, includ-ing integrated Gns 430 Waas GPs and multiple aircraft modules, including the Cessna 172, 172RG, 182, Piper archer iii, arrow iV and Beach Bonanza a36.


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Rockwell Collins Edge B737NG Simulator Achieves FAA Level D Certification – Rockwell Collins has achieved Federal aviation administra-tion (Faa) Part 60 level D qualification for its Edge™ Boeing 737nG full flight simulator (FFs) at Pan am international Flight academy’s north american train-ing center in Miami. it is the first Faa level D certification for Rockwell’s Edge system, which received UK Civil avia-tion authority (Caa) level D qualifica-tion late last year for its simulator at CTC aviation in southampton, UK.Purdue University Orders Frasca Phenom FTD – Purdue University in West lafayette, indiana, has contracted with Frasca international, inc. for an Embraer Phenom flight training device (FTD) that will be designed to meet Faa level 6 flight training device require-ments and will be equipped with actual Garmin Prodigy found in the aircraft. it will also have a high fidelity digital sound system (Trusound™), TruFeel™ control loading, auto-testing, Graphical instructor station (Gist™) and Fra-sca’s visual system (TruVision™) with 220° display system. The FTD will be installed in the Holleman-niswonger simulator laboratory at Purdue and will be used in the school’s professional pilot training program.Azul Orders Embraer 190 Simulator from FlightSafety – Flightsafety inter-national has entered into an agreement with azul Brazilian airlines to purchase a second Embraer 190 aircraft simulator. The two companies are also to explore the joint development of a comprehen-sive Training Center in Brazil equipped with Flightsafety simulators and other advanced flight training devices.

The new Embraer 190 simulator will be installed at azul’s current Training Center in são Paulo, Brazil. it will be equipped with Flightsafety’s electric

motion and control loading system and advanced Vital X visual system and is expected to receive level D qualification from the anaC, Brazil’s national Civil aviation agency. Emirates Airlines Purchases Aerosim FMST for B777 and A320 – Emirates airlines has purchased aerosim Technologies’ Flight Manage-ment system Trainer for the B777 and a320. Emirates is using the PC-based simulation device and software to gain

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efficiency in development of RnaV/RnP approaches. its flight safety and techni-cal pilots are also using the program to check crew reports on problems with approaches.

Training Aircraft

Ethiopian Airlines Purchases Diamond Training Aircraft and Simulator – Diamond aircraft indus-tries GmbH of austria has signed a pur-chase agreement with Ethiopian airlines for ten pilot training aircraft (Da40nG) and one simulator. The aircraft will be equipped with the new austro Engine aE300 power plant, which operates with Jeta1 (kerosene) fuel.

The total cost of the aircraft and simulator are valued at 3.7 million Euros at list price. The aircraft will be delivered in eight months time from the date of the agreement and the first four aircraft are scheduled to be delivered in november 2010.

oeM Training Agreements

CAE and ATR Sign Agreement – at the Farnborough airshow, CaE announced that it has signed a master agreement with aircraft manufacturer aTR as a framework for providing a range of products and support services to operators of aTR aircraft. as part of this master agreement, aTR and CaE will collaborate on deployment of simu-lation equipment and training programs in aTR, CaE or customer training cen-tres worldwide.

Under the terms of the master agree-ment, CaE and aTR will develop and deploy the latest simulation-based train-ing devices and programs in a training network around the world. in addition to the provision of simulation equipment, CaE will provide support services that could include simulator upgrades and maintenance as well as leasing of simu-lation equipment and training centre space when required by aTRCAE Signs MRJ Training Agree-ment with Mitsubishi – CaE has signed an agreement with Mitsubishi aircraft Corporation (MJET) to develop and deliver a training solution for the new Mitsubishi regional jet (MRJ). The agreement includes a 10-year Exclusive Training Provider program, and the establishment of two training centres,

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initially in Japan and the United states.in support of the agreement, CaE

is expanding its training network and developing two CaE 7000 series MRJ full flight simulators (FFs) and CaE simfinity™ integrated procedures train-ers. CaE will also design curriculum and courseware, and provide training for pilots, maintenance technicians, cabin crew, dispatchers and ground support personnel. The two simulators will be the world’s first two MRJ FFss and will be deployed by CaE at the two training centres established for MRJ training.

Pilot Training Centers

Indra to Expand Hainan Air-lines Training Centre – indra has announced a contract with Hainan airlines to expand its pilot training centre with two simulators supporting airbus a320 passenger aircraft. The contract reaffirms indra’s position in the civil simulation market in China, with six simulators previously delivered.

indra’s simulators will be some of the first in the world to incorporate air traffic control communications simula-tion. This feature allows the combination of training of maneuvers with commu-nications with air traffic controllers, run-way controllers etc. This feature is now much in demand and might become compulsory to obtain the Multi-crew Pilot license.Partnership to Train Japanese Pilots – CTC aviation Group plc (CTC) and the nelson Marlborough institute of Technology (nMiT) signed an exclu-sive deal with J.F. Oberlin University in Tokyo, Japan to train the University’s airline pilots. Under the agreement, 17 airline pilots will be trained at CTC’s Crew Training Centre-Hamilton the first year and 30 each year thereafter. The first students will arrive in september.CAE Acquires Part of China South-ern Airlines Pilot Training School in Australia – CaE has acquired an equity interest in the China south-ern West australian Flying College (CsWaFC) near Perth, australia, and will manage the pilot training school as part of the CaE Global academy network. The school will operated as a joint ven-ture owned 53 percent by China south-ern airlines and 47 percent by CaE.

CsWaFC specializes in training ab initio students to become multi-engine

instrument-rated airline first officers. Graduates then earn aircraft type ratings at the Zhuhai Flight Training Centre, a joint venture between China southern airlines and CaE in Zhuhai, Guandong province, China.

Visual systems

Boeing Visual Upgrades for All Nippon – Boeing Training & Flight services has completed an upgrade of the visual systems on all nippon air-ways’ (ana) three B767-300 full flight simulators in Tokyo, Japan. The upgrade enhances the realism and quality of the training and ensures conformity with the latest regulatory requirements.

“ana is pleased with our partner-ship with Boeing Training & Flight services and that they have shared their expertise and knowledge to assist us with the enhancement and upgrade of our 767-300 simulators,” said shigekazu Miyazaki, vice president of Flight Training at ana. “We are constantly reviewing our training technologies and despite the economic downturn, ana will continue to invest in providing the best training devices and equipment for our pilots and flight crew from other airlines who train at our facility.”Mechtronix Systems Canadian Grant to Improve Visual Displays – Mechtronix systems inc. is to receive $485,000 from the national Research Council of Canada’s industrial Research assistance Program to develop bet-ter visual displays on flight simulators used for pilot training. The company will work in conjunction with the University of laval on this innovative research and development project to enhance the quality, accuracy and rigidity of specialized visual systems for their flight simulators.

MPl news

Oxford and Flybe Launch Second MPL Course – Oxford aviation acad-emy (Oaa) has announced the launch of a second MPl course in partnership with major UK airline Flybe. This new course commencing in november 2010 is being launched following the success of the inaugural MPl course - the first of its kind to be delivered in UK airspace.

The MPl course is designed to pro-duce well trained First Officers qualified

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professional airline pilot training sup-ply. This project, in development for 24 months, only awaits final investor agree-ments and will likely be announced at the Zhuhai international air show in november. against the backdrop of a projected requirement for 61,000 new airline pilots in China over 20 years, PFa is being seen as a strong business opportunity in the China aviation sector.

above

sT aerospace has acquired the remaining

30% equity stake in sT aerospace Training

academy.

image Credit: sT aerospace.

a land area of 60,000 square meters has been reserved for the academy, a fully integrated state-of-the-art

for Q400 operations upon graduation. Following a joint Oaa and Flybe selec-tion process to be held at both Oxford and Exeter, six cadets will be selected to commence training for their MPl at Oxford on the 19th november.

Flight schools

Delta Connection Academy Des-ignated a Cirrus Training Center – Delta Connection academy (DCa) is now a Cirrus Training Center (CTC), a designation that allows DCa to provide training to Cirrus owners only available at select Cirrus Training Center loca-tions. DCa will use the aircraft and an Faa certified level 6 flight training device to provide this training. in addi-tion to traditional CTC programs pilots will now have the opportunity to take advantage of advanced training includ-ing parachute deployment, Caribbean, mountain and alaskan flying. New Pegasus Flight Academy Planned for South China – Plans are at an advanced stage for the establish-ment of the Pegasus Flight academy (PFa) at south China’s Zhuhai airport to help ease the pressure on the country’s

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facility designed to accommodate 500 students, training aircraft and flight simulators. PFa’s 18-month training programme will take the university graduate via the most advanced airline training processes to the new iCaO Multi-crew pilot license (MPl). Gradu-ates will be type-rated for the airbus a320 or Boeing B737nG aircraft, in use by almost all Chinese airlines. new projections for China growth are now dwarfing those applied to the PFa busi-ness plan. ST Aerospace Acquires Remaining Stake in STATA – sT aerospace has acquired the remaining 30% equity stake in sT aerospace Training academy Pte ltd. (sTaTa) through its wholly owned subsidiary, sT aerospace Engineering Pte ltd. The equity stake was acquired from the other existing shareholder, aviation Training academy (singapore) Pte ltd., for a total cash consideration of s$4m. With this acquisition, sTaTa becomes a wholly owned subsidiary of sT aerospace Engineering.

Managed and operated by sT aero-space as part of its global network, sT aerospace’s commercial pilot training academy is the first non-airline affiliated flight training organization in singapore to offer commercial pilot training serv-ices to network airlines, low cost carriers and aspiring individuals. sTaTa has been operating under a Casa (austral-ia’s Civil aviation and safety authority) air Operators Certificate since October 2008, it has also obtained the Civil aviation authority of China (CaaC) CCaR141 approval to train pilots for the Chinese airlines.Baltic Aviation Academy Starts A320 Training – Baltic aviation academy in lithuania has added airbus a320 to its type rating training list and has become the fastest growing aviation training centre in the Eastern European region. Ground school training is con-ducted at the Baltic aviation academy facility in Vilnius, and the academy operates a network of full flight simula-tors in lithuania, spain, France, Usa, Bulgaria, Germany and the United Kingdom.

“This was the year of growth, the Baltic aviation academy expanded its capabilities by adding new type rating courses and by increasing the geog-raphy of operated full flight simulator network,” said Egle Vaikeviciute, CEO

of Baltic aviation academy. “We have analyzed the needs of the Eastern European aviation market and have developed training programs for the most popular aircraft types in the region. at the moment we can offer type rating training for nine types of aircraft and plan to add four more types by the end of the year.”Phoenix East Flight Training Grants – Phoenix East aviation, inc. (PEa) has announced two institutional grants available for Us military veterans for professional flight training. Career flight training is a covered benefit under the Montgomery Gi Bill, Chapter 30.

The Phoenix East aviation grants, called the Patriot institutional Grant alpha and the Patriot institutional Grant Bravo, are designed to assist the veter-ans who wish careers as professional pilots. The new Patriot Grant Bravo can reduce training costs by up to $3,000 overall, and the Patriot Grant alpha will contribute $1,500 toward the training tuition. Either of these grants are avail-able to Us veterans who qualify for edu-cation benefits under the Montgomery Gi Bill, Chapter 30.Jet Type-Ratings at Phoenix East Aviation – Phoenix East aviation, inc. (PEa) in Daytona Beach, Florida is offer-ing new jet type-rating courses for pilot certification and aircraft type ratings for airbus a320 and Boeing B737nG aircraft. The company is partnering with aerostar Training services, an Faa Cer-tified 142 training facility to conduct the programs. Classroom facilities feature interactive training environment, simu-lators with optimal visual and motion systems, and a virtual flight deck (VFD) training system.Keilir Aviation Academy Fully Operational – Keilir aviation academy at Keflavik airport in iceland is now fully operational with Jaa FTO approval for Private to Commercial Pilots license training and training for instrument and multi engine piston ratings. The acad-emy offers professional flight training, headed by highly experienced staff of airline pilots and instructors, along with brand new Diamond Da20, Da40 and Da42 aircraft.New Aviation Academy in Vellore, India – The Madras Flying Club (MFC) is setting up a fully-fledged aviation academy in Vellore, india, which will be the first of its kind in asia. Here, anyone

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“The proposed aviation academy with a wide variety of courses will be a prestigious project of the state and also be the first of its kind in asia,” said Capt. sebastian, secretary of the 80-year old club. “We have already completed preliminary dis-cussions with the state government. The MFC has demanded certain long term requirements from the government for the academy’s infrastructure. The state government has already ear-marked seven acres of land for the project but the total project might require a minimum of 80-90 acres of land.”

Cabin Crew Training

Embraer 190 Door Trainers for Virgin Blue – RP aero systems has been awarded a contract by Virgin Blue to manu-facture and install an Embraer 190 door trainer and an overwing exit trainer at their Training Centre in sydney, australia. This brings the total number of E190 trainers ordered by Virgin Blue from RP to five. The two new devices will augment the existing VB training facilities and reflects the airlines ongoing commit-ment to training in an expanding environment.

“The door trainer includes all the necessary functions to meet the modern day training needs with added value such as auto close, communication system and out of the window visuals as standard,” said RP aero systems managing director, stephen Foster.SuperJet to Provide Type Training Course for Cabin Crew – superjet international (sJi), the joint venture between alenia aeronautica and sukhoi Holding, will have a cabin emer-gency evacuation trainer (CEET) available at the sJi Training Center in Tessera-Venice, italy, by the end of July.

Currently under acceptance at the EDM facility in Manches-ter, UK, the trainer reproduces a section of the sukhoi superjet 100. at sJi, it will be used to train flight attendants and pilots in CRM (Crew Resources Management), as a door trainer, and for emergency flight procedures training. The system simulates several anomalies including, for example, a door jam, door han-dle locking and slide inflation failure.

Maintenance Training

AVISA to Provide easyJet Maintenance Training – aVisa has been signed up by easyJet to deliver specialist training to the airline’s engineering and maintenance staff. aVisa train-ing has delivered a series of courses to around 100 engineering staff, covering all aspects of European aviation safety author-ity (Easa) regulations governing international airworthiness, without which airline operators cannot fly. The courses covered essential Continuing airworthiness Management Organisation (CaMO) regulations and how to implement them.infoWERK Launches New Q400 Maintenance Train-ing Seminars – infoWERK has announced that its new Q400 maintenance training has received approval from the German luftfahrt-Bundesamt (lBa). This multimedia-based prod-uct was developed for the German aviation Training Center aERO-Bildung and the seminars will be held at aERO-Bildung facilities in Munich. aERO-Bildung primarily offers vocational and continuing training. in 2005 the company adopted the well-known PaRT 147 school of Fairchild Dornier. The Q400 maintenance training can be used for initial, familiarization and recurrent/refresher training of aircraft technicians and other maintenance personnel.

above

The Madras Flying Club (MFC) is setting up a fully-fledged aviation

academy in Vellore, india.

image Credit: Madras Flying Club.


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RJ Flight Academy Enhances Training with CPaT – RJ Flight acad-emy in stockholm, sweden, chose to use CPaT’s library of flight training pro-grams for all aircraft types in its training courses, including the CPaT learning Management system (lMs). The school wanted “to form an alliance with one provider who could cover all aircraft types” and had programs that would run on any platform, according to Captain El sayed, Director of Training, at RJ Flight academy. A320 Family Training Buys CPaT A320 CBT – CPaT has sold its a320 aircraft systems computer-based (CBT/WBT) program to a320 Family Train-ing TRTO, based in le Kremlin Bicetre, France. “a320 Family is the latest in a growing number of TRTOs who have chosen CPaT to help cost-effectively solve training needs,” said Russell Peck, CPaT’s President.”Avsoft Provides Web-based Train-ing for Air Baltic – avsoft has deliv-ered web based training (WBT) solutions to air Baltic in Riga, latvia. The airline plans to use the type rated courses to help satisfy its pilot training curriculum requirements for the B737-300/500, B737-700, B757/767, and the Dash 8-400. as part of the contract, air Baltic will be delivering the courseware through avsoft`s web based learning Manage-ment system. FlyAirbus Deploys CPaT Solutions – Flyairbus in Middlesex, UK, has purchased some CPaT a320 and a330 computer-based training (CBT) type-rated courses to help satisfy cus-tomer training curriculum requirements for its TRTO training center. CTC Launches Modular Training Options – CTC aviation Group has launched a range of part- and full-time modular courses under the umbrella of its new CTC TaKEOFF brand. With CTC TaKEOFF, the company will add a com-plete selection of Jaa/Easa approved modular options ranging from PPl and aTPl theory to MCC and type rating. The new courses will be available at the company’s UK and nZ-based training centres.MINT iPad-based Pilot Evaluation System – Two weeks after the iPad had been launched in the Us, aviation training professionals could see its vast potential for the business when using the iPad together with MinT Media

ATC Training

CSC Air Traffic Control Simulation Training Systems for Universities – Four more universities have chosen CsC’s nexsim™ Radar and Tower air traffic control simulation training sys-tems to support the initial training and development of next generation Federal aviation administration (Faa) air traffic controllers.

CsC is expanding its support for university aviation training programs by providing a total of 12 nexsim Radar and two nexsim Tower simula-tors to Miami Dade College, Miami, Fla.; Eastern new Mexico University, Portales, n.M.; University of Maryland Eastern shore, Princess anne, Md.; and Oklahoma University, norman, Okla. CsC’s nexsim technology simulates real operational environments found in the busiest terminal and en-route radar facilities.

Courseware

FAA Provisional Approval Granted for 787 Dreamliner Pilot Training Courses – Boeing Training & Flight services has been granted provisional approval for its 787 Dreamliner pilot training courses by the Us Federal aviation administra-tion (Faa). With the 787 pilot train-ing courses, pilots can transition to the new airplane in five to 20 days, depending on pilot experience. Boe-ing 777 pilots can qualify to fly the 787 in as little as five days, given the high level of commonality between the two airplane types.

“Gaining Faa approval for our courses is a significant milestone as we ramp up to the start of flight training,” said Mark albert, director of simula-tor services and 787 Training Program, Boeing Training & Flight services. “it validates our approach to provide world-class training solutions at great value for the 787 Dreamliner.”

local Faa offices will approve individual operator training courses and these may be based on provisional approvals. “This achievement is another important step in ensuring the readiness of our 787 support products and serv-ices,” said Mike Fleming, 787 director of services and support, Boeing Commer-cial airplanes.

tal step towards providing regulatory approved courses for Brazil and latin american countries,” said Paul White, General Manager of Era Training Center.

“Training services for pilots and mechanics are in high demand and this approval will play a direct role as we move into our Brazilian subsidiary - Era Training Center Brasil - due to break ground later this year.”Indra EC225 Helicopter Sim – indra is working on the development of a new simulator supporting the EC225 passen-

ger transport helicopter. The simulator will be implemented at Eurocopter UK’s service and training centre in aberdeen, scotland. The system, in its final devel-opment stage, will back up the training of pilots who cover the north sea routes and transport people and goods to over 200 offshore oil drilling platforms located

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interactive’s TMs’ Electronic Grade sheets.

“it’s a brilliant idea to take the iPad into the simulator session and grade Captains and First Officers right there and then,” said andreas Weber, CEO at CsT Berlin. “The best thing is that no one needs to transfer it from paper into a record keeping system anymore but it is available on-line in real-time.”

With regard to the upcoming aQP requirements, the Compliance and Training Management system MinT TMs meets the needs of its airline training customers. Corresponding to the overall principle of flexibility, grade sheets can be individually constructed as can be any other qualification-related form, e.g. certificates.

Helicopter Training

ANAC Certification for Era Train-ing Center – Era Training Center llC (ETC) has obtained agência nacional de aviação Civil (anaC) approval for its CFR 142 Training Center. ETC is the first foreign helicopter training center certi-fied by Brazil.

“anaC approval is a fundamen-

above

Eurocopter EC225 super Puma.

image Credit: Eurocopter/Patrick Penna.

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in the north sea. Pilots can also be trained in search and rescue missions since the EC225 helicopter is often employed in this type of mission.

The avionics and navigation tools on the simulator will be the same as those of the helicopter, and the visual system will cover one million km² from aber-deen in scotland, to stavanger, norway. The capacity to reproduce the vibrations of the aircraft during flight will make this simulator unique. Helicopter Simulator Contract for Thales – Thales has been selected by Eurocopter to produce a second n3 Dauphin flight simulator for its Dauphin helicopter. The simulator will be opera-tional from 2012 at Eurocopter’s south East asia facility.

The n3 Dauphin flight simulator has been designed to meet the training needs of Eurocopter and its civil and military customers in south East asia, a market with promising growth potential for this sector. it will obtain FTD level 3 and FFs level B approval under Euro-pean and american Easa/Jaa/Faa criteria, so can provide training credits for initial training, as well as for initial and recurrent type rating training. The n3 Dauphin will also be used to provide training for more specific assignments, such as offshore operations, saR (search and Rescue) and EMs (Emergency Medical services).

Business Aircraft Training

New Learjet FFS – Bombardier aero-space has purchased a CaE 7000 series FFs for the new learjet 85 business aircraft that it will use for training, and to support aircraft testing and certification before the aircraft enters service in 2013. The FFs is scheduled for delivery to the Bombardier training centre in Montreal, Canada in 2012.

CaE is also simulating the aircraft’s Pro line Fusion avionics suite for Bom-bardier’s Global Vision flight deck that will be ready for training at the Montreal training facility in 2011.Gulf Centre and MEBAA Partner to Improve Business Aviation Training – in keeping with the vision of the Gulf Centre for aviation stud-ies (GCas) to advance expertise and knowledge in the aviation industry, a memorandum of understanding with the Middle East Business aviation associa-

tion (MEBaa) has been signed. This development is a further step towards the centre’s ambition to lead the aviation industry in the region towards world class standards in operation and management.

Through this memorandum of understanding, GCas, a GCaa and iCaO recognized centre, will expand its client’ network to include the niche market managed by MEBaa, to offer it internationally accredited programs cer-tified by JaaTO and aCi. such initiative defends the centre’s emerging position as the leading aviation training body for the Middle East and north

new Aircraft orders

Pearl Aircraft Buys 30 Sukhoi Superjet 100s – superJet international, a joint venture between alenia aero-nautica, a Finmeccanica Company, and sukhoi Holding, have signed an agree-ment worth more than $900 million with Pearl aircraft Corporation for the sale of 30 sukhoi superjet 100 aircraft, plus fifteen optionsRoyal Jordanian Orders Three More 787 Dreamliners – Royal Jordanian has signed an order with Boeing for three 787-8s worth approximately $500 million. This order previously was attrib-uted to an unidentified customer on Boeing’s Orders and Deliveries website. Direct purchases and leases combined, Royal Jordanian has committed to 11 787-8s. it will place the 787 on north american routes initially, including new york, Chicago, Detroit and Toronto.Air China to Buy 20 Boeing Planes for $1.4 billion – air China is purchas-ing 20 Boeing 777-800 airplanes for $1.4 billion to boost its fleet capacity by about 5 percent. The airline says the new aircraft will allow it to increase the frequency of its flights.Hong Kong Airlines Receives First Airbus Aircraft – Hong Kong airlines became a new airbus operator with the delivery of its first a330-200. The four-year old airline will use the aircraft to launch services to Europe at the end of June, initially flying non-stop to Moscow. it is the first of 53 aircraft Hong Kong airlines ordered from airbus, including 23 a330s and 30 single aisle a320s. The airline also plans to operate two a330-200F freighters under a separate lease agreement.


http://www.flymps.com

Calendar

14-15 September 2010APATS 2010 - Asia PacificAirline Training Symposiumshangri-la HotelKuala lumpur, Malaysiawww.halldale.com/apats

9-10 November 2010EATS 2010 - European Airline Training Symposiumistanbul, Turkeywww.halldale.com/eats

19-21 April 2011WATS 2011 - World Aviation Training Conference &TradeshowRosen shingle Creek ResortOrlando, Florida, Usawww.halldale.com/wats

8-10 March 2011APATS@AA2011 - Ab initio & Evidence Based TrainingasiaWorld ExpoHong Kong, saR Chinawww.halldale.com/apats

20-23 September 2010FSEMCBrighton, UKwww.aviation-ia.com/fsemc

22-23 September 2010Annual International Flight Crew Training Conferencelondon, UKwww.raes.org.uk

5-7 October 2010HelitechEstoril, Portugalwww.helitechevents.com

12 October 2010Low-Cost and Systematic Approaches To Traininglondon, [email protected]

ADVERTISING CONTACTS

Business Manager:Jeremy Humphreys[t] +44 (0)1252 532009[e] [email protected]

Business Manager, North America:Mary Bellini Brown[t] +1 703 421 3709[e] [email protected]

Index of Ads

Aerosim Technologieswww.aerosim.com 33, 35 & 37Air Francewww.airfrance-flightacad.com 9Ansett Aviation Trainingwww.ansettaviationtraining.com 51AXIS Flight Training Systemswww.axis-simulations.at 63Aviation Australiawww.aviationaustralia.aero 22CAA Internationalwww.caainternational.com 23CAEwww.cae.com Centre spread & OBCChristie Digitalwww.christiedigital.com/simrevolution 25Cockpit4u Aviation Servicewww.cockpit4u.com 18CTC Aviationwww.ctcaviation.com 13Delta Air Lineswww.delta.com 24EATS 2010 Conferencewww.halldale.com/eats 44European Pilot Selection & Trainingwww.epst.com 27FlightDeck Solutionswww.flightdecksolutions.com 45FlightSafety Internationalwww.flightsafety.com iFCFrasca Internationalwww.frasca.com 15Gulf Aviation Academywww.gulfaa.com 7Heinle ELThttp://elt.heinle.com 28I/ITSEC 2010www.iitsec.org 75Interfire Products OYwww.interfireproducts.com 31JetPubswww.jetpubs.com 14JVC Professional Productswww.pro.jvc.com/visualization 29Low-Cost Training Conference www.andrich.com 34Modsimwww.modsimworldconference.com 71Multi Pilot Simulations b.v.www.flymps.com 39Opinicus www.opinicus.com 43Oxford Aviation Academywww.oaa.com 17Pratt & Whitneywww.pw.utc.com 49RAES Training Conferencewww.aerosociety.com/conference 36Rockwell Collinswww.rockwellcollins.com 11RSI Visual Systemswww.rsi-visuals.com 46 & 67Saudi Aviation Flight Academywww.saflightacademy.com 55SecuriCare Internationalwww.securicare.com 32Servo Kineticswww.servokinetics.com 59Swiss Aviation Trainingwww.swiss-aviation-training.com 21Teal Electronicswww.teal.com 19WATS 2011 Conferencewww.halldale.com/wats iBCZero to ATPLhttp://fpedas.uniza.sk/~av_eden/ 42

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Turkish Airlines Signs for Addi-tional A330-200 Aircraft – Turkish airlines has placed a firm order for an a330-200 aircraft, an addition to its exist-ing orders for 10 a330-300s, two a330-200 freighters and 24 a320 family aircraft signed in 2009. The newly ordered aircraft will be powered by Rolls Royce engines and will be delivered in 2011. More A380s for Emirates – Dubai-based Emirates airline has ordered a fur-ther 32 a380s from airbus, taking their total firm orders to 90 aircraft. The order has a list price of Us$11.5 billion. The agreement was signed in a ceremony at the Berlin air show witnessed by Ger-man Chancellor angela Merkel, Emirates airline Group Chairman and CEO His Highness sheikh ahmed Bin saeed al-Maktoum, and airbus President and CEO Tom Enders.

Arrivals and departures

New Head of Training at Cockpit4u – Carsten Heblich has been appointed Head of Training at Cockpit4u. Based in the company’s Berlin headquarters, Carsten is responsible for training standards and quality. He comes with extensive experience from Britannia airways, air Berlin and Cathay Pacific. Carsten holds TRE and instructor ratings and has more than 10,000 flight hours.

Dennis Pilz, CEO of Cockpit4u, also recently visited several government-owned flying schools in india to discuss airline pilot training and future pilot demand in the region. Together with the Joint secretary Ministry of Civil aviation and Deputy Director DGCa he dis-cussed different training support options for Jaa training centres like Cockpit4u.New F.I.T. Aviation Director – Michael Gaffney, named the new director of F.i.T. aviation llC, brings to his post almost 30 years of experience in aviation management, education and executive consulting. a Master Flight instructor and Master Ground instruc-tor, he has been interim director of F.i.T. aviation since april 1 and prior to that he was director of aviation training.

in his new position, Gaffney oversees flight training and operations at Florida institute of Technology’s Emil Buehler Center for aviation Training and Research at Melbourne international airport. He is also an adjunct professor in the Florida Tech College of aeronautics. cat

1

Issue no.23 Fall 2010

Civil Simulation and Training news

MRJ ExclusiveCAE is Mitsubishi Regional JetExclusive Training ProviderCAE will develop and deliver a comprehensive training solution for the new Mitsubishi Regional Jet (MRJ) -- including a 10-year Exclusive Training Provider program and establishment of two training centres initially in the Tokyo, Japan area and the central United States -- under an agreement with Mitsubishi Aircraft Corporation (MJET).

In support of the agreement, CAE is expanding its training network and developing the world’s first two MRJ full-flight simulators (FFS) as well as CAE Simfinity™ integrated procedures trainers. CAE will also design curriculum and courseware, and provide CAE training for pilots, maintenance technicians, cabin crew, dispatchers and ground support personnel.

“The comprehensive scope of the MRJ Exclusive Training Provider program showcases the unique breadth of CAE’s simulation and training capabilities,” said Jeff Roberts, CAE’s Group President, Civil Simulation Products, Training and Services. “The MRJ training program includes a complete courseware solution, a suite of high-fidelity flight simulation training devices, training for the full complement of aviation professionals who will operate and service the aircraft, and CAE’s demonstrated ability to collaborate successfully with OEMs and training partners.”

The MRJ is a family of 70- to 90-seat next-generation jets which will offer top-class operational economy and outstanding cabin comfort. The 70-90 seat MRJ is planned to enter service in 2014 with launch customer All Nippon Airways (ANA).

Hideo Egawa, President of MJET, stated, “We concluded that CAE, with its vast experience, human resources and proven capabilities, would be our best partner for training. We’re confident that working in collaboration with CAE, we will be able to provide our customers with the best training one could ask for.”

CAE developing world’s firstATR42/72-600 full-flight simulator

ATR and CAE SignMaster Agreement

Jean-Pierre Cousserans, ATR’s Senior Vice President of Customer Services (left) and Jeff Roberts, CAE Group President, Civil Simulation Products, Training and Services

CAE and regional aircraft manufacturer ATR, the world leader in the 50- to 74-seat turboprop market, have signed a master agreement as a framework for providing a range of simulation equipment, training programs and support services to operators of ATR aircraft. CAE will now become ATR’s primary training partner moving forward.

CAE will also develop the world’s first ATR42/72-600 full-flight simulator (FFS) and associated training devices for the newest ATR aircraft.

ATR has also partnered with CAE Flightscape to offer flight data analysis (FDA) and flight data monitoring (FDM) services to all operators of ATR aircraft.

Marc Parent, CAE President and Chief Executive Officer (left) and Hideo Egawa, President of MJET

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A “virtual aircraft” developed in CAE’s Augmented Engineering Environment (AEE) will help Bombardier Aerospace to reduce its development schedule and risk for the new CSeries 100- to 149-seat class aircraft, expected to enter service in 2013.

CAE is providing a comprehensive suite of products, engineering services and simulation-based technology tools to support the design, testing and certification of the CSeries platform as part of Bombardier’s Complete Integrated Aircraft Systems Test Aircraft (CIASTA) program.

CAE has already delivered a host networking computer system designed to run the systems simulation models.

An engineering development simulator is to be delivered next spring, including a complete flightdeck environment with a visual system similar to a full-flight simulator. The engineering simulator will provide a “synthetic aircraft” interface that will help validate physical aircraft systems between the design freeze and prototype aircraft phases.

“CAE’s AEE provides a complete migration path from virtual aircraft to actual aircraft. It

starts at the concept stage, facilitates the design, verifies performance, shortens the testing, and supports the operation,” said Marc St-Hilaire, CAE Vice President of Core Technologies.

CAE will also design and deliver the prototype CAE 7000 Series full-flight simulator for the CSeries, as well as a full suite of CAE Simfinity™ training devices to support the aircraft entry-into-service and Bombardier flight and technical training. CAE will also provide Bombardier with engineering design and support services throughout the development phase of the aircraft program.

Accelerating Prototype Aircraft Development – CSeries

There are many paths to becoming a professional airline pilot.

The primary route for many years had been through the military, where a pilot received highly focused, immersive training and practical experience. But the number of ex-military pilots available to the commercial air transport industry continues to diminish.

Another route has been to gradually accumulate licenses, type ratings and flight hours over several years – often at multiple flight schools with varying teaching techniques – then hopefully get hired at an airline. The new-hire pilot then goes through the airline’s own training program to become familiar with operating procedures. In some regions, airlines have undertaken their own dedicated ab initio and type rating pilot pipelines.

At CAE, we believe structured, integrated training which applies instructional best practices will produce highly qualified professional airline pilots through an efficient end-to-end process. That’s why we have built global networks of ab initio flight schools and type rating training centres.

Together with CAE’s world-leading simulation technology, our comprehensive portfolio enables our customers to tailor training programs to their unique business model … and adapt as they grow to address the dynamic air travel market.

Vietnam Airlines is a prime example of how one customer is leveraging CAE’s range of capabilities. For several years, Vietnam Airlines has sent pilots to CAE training centres in Zhuhai and Singapore for initial

and recurrent type ratings. Recently, the airline undertook a rigorous process for developing their own training centre in Ho Chi Minh City. They analyzed their overall training needs in detail, determined which components made the most sense to bring in-house and which to secure through qualified partners, and then toured facilities around the world for conversations with training experts. We are very pleased that Vietnam chose CAE to build their first full-flight simulator Until their centre is ready and operational, Vietnam Airlines pilots will continue to train with CAE in Zhuhai and Singapore, and soon in Kuala Lumpur as well. And in addition, they are sending ab initio cadets to the CAE Global Academy.

China Southern Airlines has been CAE’s joint venture partner at our type rating training centre in Zhuhai. In addition to supplying the airline’s needs, the centre offers third-party training to other operators of various Airbus, Boeing and Embraer aircraft. Earlier this year, the airline and CAE announced another JV – the China Southern Western Australia Flying College in Perth, the 11th member of the CAE Global Academy. Cadets who graduate from Perth will proceed to the Zhuhai training centre for type rating training, then become eligible to be hired as line pilots.

Structured … focused … integrated … end-to-end. Only CAE can provide any or all of an airline’s pilot recruitment and training needs from a single, capable and credible company.

Let’s have a conversation about your airline’s pilot development and training needs.

Jeff

Flexible Solutions for Dynamic Airline Business Models

Jeff Roberts, Group PresidentCivil Simulation Products, Training and Services

33

Bangalore - CAE Training Centre- Helicopter Academy to Train by

Simulation of Flying (HATSOFF), JV between CAE and Hindustan Aeronautics Limited

Gondia CAE Global Academy, partnership with Airports Authority of India

Kuala LumpurCAE Training Centre, partnership with AirAsia

Langkawi CAE Global Academy, partnership with HM Aerospace

Perth CAE Global Academy, JV with China Southern Airlines

Rae Bareli CAE Global Academy, CAE-managed for the Ministry of Civil Aviation

SingaporeCAE Training Centre

Sydney CAE Training Services

Tokyo Future MRJ Training Centre

ZhuhaiJV between CAE and China Southern Airlines

CAE Developing Training Suites for Boeing 787As global airlines finalize their Boeing 787 Dreamliner aircraft delivery schedules and plan their training requirements, CAE is developing a comprehensive suite of training solutions. CAE 7000 Series full-flight simulators and other integrated training devices for the new aircraft are in production for Air New Zealand, Continental Airlines, Japan Airlines, and Qantas.

To date, CAE has won every Boeing 787 full-flight simulator contract directly competed by airlines. The CAE training solutions suite for the Boeing 787 also includes a CAE Simfinity™ desktop virtual simulator / virtual maintenance trainer (VSIM / VMT) and three types of CAE Simfinity™ flight training devices (FTDs): a Level 4 FTD based on the CAE Simfinity™ integrated procedures trainer, a Level 4-plus FTD with extended product package, and a Level 5 FTD. Customers have ordered more than 30 simulation devices.

• The first CAE 3000 Series helicopter mission simulator (an AS350 B2) has been FAA qualified for Level 7 training. It is located near Sky Harbor International Airport in Phoenix, Arizona.

• A CAE Bell 412 full-mission simulator in Bangalore, India has been certified to Level D by India’s DGCA and EASA.

• Saudi Arabia Airlines has ordered a CAE 7000 Series Airbus A330/340 convertible full-flight simulator and an enhanced CAE Simfinity™ Airbus Pilot Transition trainer.

• CAE has recently won orders for full-flight simulators in Asia from Korean Air, Lion Air, Malaysia Airlines, Mount Cook Airlines, Shanghai Eastern Flight Training Company (China Eastern Airlines), Skymark Airlines, and Vietnam Airlines.

It’s True …

CAE’s civil aviation training presence in Asia and Australia

Tokyo

SydneyPerth

Singapore

Bangalore

GondiaRae Bareli Zhuhai

LangkawiKuala Lumpur

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As air traffic growth resumes, where will airlines get the well-qualified pilots to safely and efficiently fly expanding aircraft fleets and routes? Many airlines are turning to the extensive resources and experience of CAE to help address both near-term and future pilot requirements.

CAE’s pilot provisioning program is a one-company solution that assists airlines in recruiting and identifying the best candidates, provides entry-level flight training focused on airline operating procedures, and delivers type-rating training at conveniently located centres around the globe. In addition, CAE maintains a database of thousands of qualified captains and first officers who are prepared to quickly fill current flight deck needs.

Start with the ‘right stuff’ – Identifying the best candidates from hundreds or thousands of aspiring pilots is an essential first step toward successfully developing excellent airline crew members. The CAE Aircrew Selection System (CASS) uses advanced aviation-specific psychological and physical skills tests, as well as a structured interview process with trained observers, to help evaluators determine which candidates have the “thinking and doing” capabilities to perform under stressful conditions.

Global-standard entry-level training – With the recent addition of the China Southern West Australian Flying College in Perth, the CAE Global Academy network of ab initio flight schools now has the capacity to train 1,800 cadets a year. The CAE Global Academy has schools in Malaysia, India, Cameroon, Portugal, Belgium, the Netherlands, Canada, and the United States. The member flight schools are able to leverage CAE’s experience in training professional pilots across the spectrum –

commercial, business and general aviation, as well as the military. This translates into standardized best practices and a consistently high-quality graduate.

A truly global type rating network – CAE’s international network of 24 civil aviation training centres (and growing) enables training on more than 140 different aircraft models. In addition to the finest Level D full-flight simulators, expert instructional staff, and curricula tailored to each customer’s requirements, CAE training centres are renowned for their culture of service excellence.

The end-to-end trend – The CAE Multi-crew Pilot License (MPL) program uses each of these CAE cadet-to-captain capabilities – CASS candidate screening, the CAE Global Academy for core and basic phases, and CAE training centres for intermediate and advanced phases. The 56-week beta program for sponsoring airline AirAsia recently passed its midway point, and the 12 cadets are all meeting or exceeding expectations.

Graduates of the CAE Global Academy in Perth will continue on for type rating at the joint venture training centre operated by China Southern Airlines and CAE in Zhuhai, China. Vietnam Airlines recently announced they are sending cadets to the CAE Global Academy in Phoenix; the airline also trains pilots at CAE centres in Zhuhai and Singapore, and soon in Kuala Lumpur. (Plus they recently ordered a CAE Level D A320 full-flight simulator for their own new training centre.)

To date, more than 2000 CAE-trained pilots have been provisioned for IndiGo, Kingfisher, Jazzera, Wizz, Xiamen and other airlines.

Candidate selection … ab initio training … and type-rating training – all in a seamless, one-source, turnkey process for airline pilot provisioning

Cadet-to-Captain

CAE, St-Laurent, Quebec, Canada H4T 1G6 • cae.com • Civil Simulation and Training News is a publication of CAE. © 2010 CAE All rights reserved. NC1023

Chris Stellwag, Rick Adams, Heather Dane, Editors Jimmy Tigani, Graphic Design

Reader feedback welcome: [email protected]

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The tables show an increase in simulator numbers of 34 compared to those for 2009.

Looking further back, the increase since 2002 has been at an average of about 30 FFS per year. It should be pointed out at the outset that the exact numbers in the tables are unlikely to be the whole story, because it is inevitable that we will not have been notified of some new simula-tors, also of older simulators that have been retired.

The civil “levels” for Full Flight Simu-lators (FFS) that are accepted by most National civil Aviation regulatory Author-ities (NAAs) worldwide are designated A-D, the latter being the highest. Looking first at motion platforms, levels A and B must have at least three degrees of free-dom (DoF), C and D must have the full 6-DoF that can be achieved by a vehicle or object that is free to move in space, or in a fluid medium such as air or water.

For the out-the-window (OTW) visual scene, levels A and B must provide a field of view (FoV) of at least 45 x 30° per pilot, C and D at least 150° horizontally and at a distant focus (“collimation”). Level D has a number of refinements. These include a model of ground-effect for accurate simulation of takeoff & landing, accurate modelling of brakes & tyres for ground handling and the landing run, realistic cockpit sounds & noises, Mach effects, a windshear model, realistic control feel (correct resistance to movement of the primary flight controls), modelling of aeroelasticity effects (fuselage and wing bending), general non-linearities, self-test & print-outs. These are formidable requirements in terms of simulating real-ity, and explain why the Level D is quali-fied by Regulators for zero flight time (ZFT) conversions of already experienced pilots to new types. Finally, in about 2012, Level D will be renamed “Type 7” as part

of an ICAO rationalisation in which 27 previous categories of training device will be reduced to seven.

Looking now at the census tables, they contain only 34 Level A and 49 Level B, but 292 Level C and no less than 905 Level D simulators. The approximate cost of a new Level D is over 10 million Euros or US Dollars and the large num-bers need some explanation. In the ini-tial conversion and ongoing recurrency training of Commercial Air Transport (CAT) pilots, a Level D maximises what is allowed to be done on the simulator com-pared to using the aircraft. Also, using a CAT aircraft for training is very costly. At a conference at the Royal Aeronautical

This year’s civil full flight simulator census contains more devices than ever before. Ian Strachan takes an in-depth look at this segment of the market.

World Full Flight Simulator Census – Analysis and Trends

Above

FlightSafety International has manufactured

323 of the full flight simulators in use today.

Image credit: David Malley/Halldale Media.

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YSociety in London, it was estimated that for a Boeing 747, using the aircraft for training was some 40 times more expen-sive than using a Level D simulator. This figure was based on the Life-Cycle Cost (LCC) of both vehicles rather than the initial purchase price, and also allowed for the consequences of using the air-craft for training. These include the fact that you cannot use many international airports for training because they are “maxed out” with revenue flights, aside from the undesirability of mixing train-ing with passenger flights in congested airspace. Talking of revenue flights, an aircraft has to be removed from the rev-enue stream and deployed to a less-busy airfield that can accommodate training. It is not productive to take only one crew, and in the “old days” two or three crews would take an aircraft to another airfield so that the training exercises could take place, weather and aircraft serviceability permitting. Finally, during landing train-ing some damage such as tyre bursts or worse can occur. So it can easily be seen how the costs of training in the aircraft can mount up. In contrast, a simulator sortie can be reliably scheduled well in advance, with minimal disturbance to


no surprise that the USA is in the lead. What may be unexpected is the large numbers in the USA compared to any other nation, 570 compared to the next country, the UK, with 81. The numbers for the UK reflect the popularity of the Lon-don area for siting simulator training cen-tres to which pilots travel for recurrency

crew duty patterns. Flight simulators are often worked 16 hours out of the 24, and rarely become unserviceable to the extent that a sortie has to be cancelled. They are not weather-dependent, day sorties can be flown at night, and a takeoff at, say, Chicago O’Hare can be followed a few minutes later with an approach at Hong Kong Chep Lap Cok in entirely different weather conditions, time of day, or even the season of the year.

Looking first at the distribution of flight simulators by nation (Table 1), it is

In 2012, as part of an ICAO rationalisation,

Level D will be renamed “Type 7” .

Image credit: Rockwell Collins.

http://www.fpedas.uniza.sk/~av_eden

http://www.kid.uniza.sk

and other checks. These are owned not only by airlines such as BA but also by companies such as Boeing Training & Flight Serv-ices (ex Alteon), CAE and FlightSafety International (FSI). After the UK, other countries in order are China (including its Hong Kong region), then Germany, France, Canada and Japan, followed by 53 other nations with between one and 30 simulators.

Analysing the simulators in the USA by State, Texas and Florida have more simulators than any other country except the USA itself. This is because major simulator training centres are located in Dallas/Fort Worth in Texas and Miami and Orlando in Florida, emphasising the high simulator activity level in the USA.

Generally, the distribution of Regulatory Authorities reflects the location of the simulators. Unsurprisingly the US FAA is in the lead with over 650 certificated simulators, followed by the Euro-pean EASA (ex-JAA) with about 280, the Civil Aviation Admin-istration of China (CAAC) with 60, the Japanese Civil Aviation Bureau (JCAB) with 35, followed by the Australian Civil Aviation Safety Authority (CASA) and Transport Canada (TC), then no less than 29 other NAAs.

Turning to aircraft categories, there are about 940 simulators for 2-jet aircraft, 140 for twin-props, 110 for 4-jets, 70 for 3-jets, but we have been notified of only about 25 for civil rotary wing aircraft. Although the latter are expected to increase in the future, there is a much higher proportion of rotary in the 2010 MS&T census of military flight simulators (see MS&T 4/2010). Also, in the civil field there are many other rotary Flight Training Devices (FTDs) below Level A-D, typically with visuals but not the motion systems and other characteristics. Finally, a basic training heli-copter is much less expensive than an airliner and so the cost balance is more in favour of using the aircraft for training rather than a Level D helicopter simulator.

In terms of aircraft manufacturers, there are about 520 simu-


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lators for Boeing aircraft, followed by 280 for Airbus, 120 for Bom-bardier, 80 for Hawker Beechcraft and 75 for Cessna. There are between 30 and 50 simulators for aircraft by Embraer, Gulfstream and Dassault, and between one and 20 for aircraft from no less than 24 other manufacturers.

Turning now to simulator manufacturers, the major players are CAE of Montreal with 530 Full Flight Simulators, followed by 323 from FlightSafety and 300 from Thales. Then, a large drop in numbers to 44 from Link, 17 from the Tampa factory of CAE USA and 14 from Mechtronix in Montreal, Canada (not far from CAE’s factory in Dorval). There is then a sharp drop to six each by Opinicus, Rockwell Collins and SimCom of the USA, five by Sim-Industries of the Netherlands and then four from ERA/Penza (Russia) and Frasca (USA), then Transas of Russia with three.

In terms of Initial Service Date (ISD), about 30% are from 2005 or later, 55% from 2000 and 70% from 1995. Only about 15% have ISDs before 1990, and many of these have been updated. So, although older simulators are still in use, most Full Flight Simu-lators are less than 10 years old, more recent than many of the airframes for which they are being used for training.

Sims Country Within the USA

570 USA 131 Texas 81 UK 104 Florida 69 China (PRC) 53 Georgia 48 Germany 33 Kansas 42 France 27 Colorado 41 Canada 24 Minnesota 35 Japan 24 Tennessee 30 Australia 22 Washington 28 Netherlands 21 Ohio 25 UAE 20 Arizona 18 India 17 New Jersey 17 Spain 15 Missouri 16 Singapore 14 N Carolina 15 Korea S 65 Other states 15 Russia 570 Total 14 Brazil 14 Sweden 13 Belgium 12 Malaysia 11 Saudi Arabia 10 Taiwan 156 39 Others 1280 Total

Table 1: FFS by Nation & Region

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The characteristics of the simulators are not governed entirely by their Regu-latory Levels. A Level D simulator must have a minimum of three Image Genera-tor channels to achieve the field of view (FoV) required, but can have five chan-nels or more. The three-channel layout with a cross-cockpit display is the most popular, some 73% of all Level C and D simulators having it. While on the sub-ject of cross-cockpit displays, these are almost invariably fitted now in prefer-ence to an array of collimated monitors (“WAC Windows“). The focal distance of collimated simulator displays is set by the amount of vertical curvature on the mirror through which the pilots view the outside-world scene. Frequently a focal distance of between 100 and 200 metres is used rather than infinity. In the census tables, such displays are coded “3ch/3wCC” for the commonest layout, a three-channel three-window cross-cock-pit mirror-based display.

Channels and windows relate to field of view, particularly in the horizon-tal. Level A and B simulators generally have 90 degrees horizontal view or less. In Levels C and D, 448 simulators (35% of the total) have 150 degrees horizontal view, 598 (47%) have 180 degrees, and 168 (13%) between 200 and 225 degrees. For helicopters, two extra display units are sometimes added below the main display system as “chin windows” to give downward view when hovering or flying at “nap of the earth” heights.

Looking at motion platforms, the Gough/Stewart six-jack design is used because the simulator cockpit can be placed on top of the platform, allowing

movements in all six degrees of freedom (6-DoF) without the need for swinging arms or suspension of the cockpit from above (as in some systems of the 1960s and 70s). Electric jacks are now replac-ing hydraulic and, as well as simplifying the overall platform design, allow faster response times, that is, smaller trans-port delays (“latency”). Criticism of the performance of some early motion plat-forms has led to considerable activity to improve the way that Acceleration Onset Cueing is implemented. Built-in Test Equipment (BITE) now ensures that motion and visual cueing is always cor-rectly synchronised, and motion cueing algorithms have been developed further. For instance, a system called “Lateral Manoeuvring Motion” (LM2) has been developed by the SABENA Academy. Improved motion platform designs and cueing algorithms have been described in papers by experts in the field such as Dr Sunjoo Advani, and others. Develop-ments have also come from the Motion Group of the International Working Group (IWG) of the Royal Aeronautical Society Flight Simulation Group (RAeS FSG), chaired by James Takats of the Opinicus Corporation. A recent devel-opment, is a motion-seat designed for Level D simulators produced by one of the existing motion seat providers for military simulators. This is to improve training for airliner “upset” and loss-of-control events. These have now replaced Controlled Flight into Terrain (CFIT) as the primary cause of fatalities in the Commercial Air Transport sector. As a result, the International Committee for Aviation Training in Extended Envelopes (ICATEE) was formed in 2009, with mem-bership from Regulatory Authorities, air-frame and simulator manufacturers and others in the field,with a view to making recommendations to Regulatory Authori-ties and ICAO in 2011 after a final meet-ing and open conference at the RAeS in London.

The census tables show how the air-lines of the world have exploited modern simulation technology. In the civil field, it has long been recognised that simulation saves money in the long term because it is less costly than using the aircraft in a training mode. When Level D becomes the ICAO Type 7 in about 2012, further improvements in aspects such as motion cueing and the air traffic environment can be expected. cat


530 CAE (Canada) 323 FSI (USA) 300 Thales (France & UK) 44 Link (USA) 17 CAE USA (USA) 14 Mechtronix (Canada) 6 Opinicus (USA) 6 Rockwell Collins (USA) 5 Sim-Industries (Netherlands) 4 ERA/Penza (Russia) 4 Frasca (USA) 4 SimCom (USA) 3 Transas (Russia) 18 12 Others 1280 Total

Table 2: Full Flight Simulators by Manufacturer


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ADVANCING YOUR VISUAL ENVIRONMENT

RASTER IMAGE GENERATOR provides

low-cost, high-fidelity visual environments

using non-proprietary hardware. By taking

advantage of highly reliable off-the-shelf

components, our systems can provide up to

90% reduction in energy and maintenance

costs over legacy systems.

CROSSVIEW, a cross-cockpit collimated

optical system for all levels of training,

offers high performance and low cost

options for both full flight and fixed base

flight simulator training devices.

VIPER is a direct replacement for monitor

based WAC window displays, utilizing the

latest non-proprietary technology in digital

projectors and can be installed on new or

existing optical systems.

R S I V I S U A L S Y S T E M S P H : 8 1 7 . 5 1 0 . 0 3 5 0 R S I - V I S U A L S . C O M

RSI_Full_Page.indd 1 8/10/10 4:16 PM

http://www.rsi-visuals.com

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Civil Full Flight Simulator Censusthe 2010 Cat Civil Full Flight Simulator Census is a complete update from last year’s release. it provides comprehensive data on 1,280 civil full flight simulators in use around the globe, sorted by training centre/user, followed by aircraft type and engine configuration. technical data, including motion axes, image generator, display system, and approval level is also included. the Census is also available as a fully searchable database, including more detail than ever before. Visit www.halldale.com for further information.

Aircraft Type Sims Engines Simulator Motion Image Display Approval Initial Service On Line Manufacturer Axes Generator System Level Date


RASTER IMAGE GENERATOR provides

low-cost, high-fidelity visual environments

using non-proprietary hardware. By taking

advantage of highly reliable off-the-shelf

components, our systems can provide up to

90% reduction in energy and maintenance

costs over legacy systems.

CROSSVIEW, a cross-cockpit collimated

optical system for all levels of training,

offers high performance and low cost

options for both full flight and fixed base

flight simulator training devices.

VIPER is a direct replacement for monitor

based WAC window displays, utilizing the

latest non-proprietary technology in digital

projectors and can be installed on new or

existing optical systems.

R S I V I S U A L S Y S T E M S P H : 8 1 7 . 5 1 0 . 0 3 5 0 R S I - V I S U A L S . C O M

RSI_Full_Page.indd 1 8/10/10 4:16 PM

Visual Displaych image generator channels, w separate display windows or projectors, CC cross-cockpit collimated system (WIDE & similar), C collimated unit (WAC window).MotionE electric, H hydraulic, 3/4/6 degrees of freedom, V vibration device.General AbbreviationsASE Aeronautical Systems Engineering (USA)AST Aviation Simulation Technology Inc (USA)

BASC Beijing Aviation Science and Technology Co.Boeing TFS Boeing Training and Flight ServicesCA Civil AviationCAE USA (R) formerly Reflectone and BAES F&SCDG Charles de Gaulle airportDGAC Direction Générale de l’Aviation Civile, French CAAFSI FlightSafety InternationalLGW London Gatwick airportLHR London Heathrow airportLink also includes Singer-Link

MSP Minneapolis/St Paul airportNCAA National CAAPAIFA Pan Am International Flight AcademyRColl Rockwell CollinsTBA To Be AdvisedThales R formerly RediffusionThales S formerly Singer-Link MilesThales T formerly Thomson CSFu/d UpdatedWAC Wide-Angle Collimated

Glossary of Terms and Abbreviations

edited by Ian Strachan.

ABX Air Inc. - USA, OH, Wilmington

Tel: +1 937 382 5591 Email: [email protected]

B767-200 1 GE 80A Thales u/d Opinicus 6H SP3 3ch/4w 150 x40 FAA C 2005 u/d

DC8-62 1 JT3D-3 Thales R 3H SP1 2ch/2w 60 x40 FAA B 1980

DC9-30 1 JT8D-9 Thales 3H Vital 4 2ch/2w 60 x40 FAA B 1985

DC9-30 1 JT8D-9 Opinicus 6H ESIG 3350 3chCC 150 x40 FAA C 2003

Aer Arann - Ireland, Dublin

Tel: +353 1 8448073 Email: [email protected]

ATR 72-500 1 PW127 Mechtronix 6E RSI 3chCC 180 x40 EASA C 2010

Aer Lingus - Ireland, Dublin


A320 1 CFM56 CAE 6H MaxVue 3chCC 180 x40 EASA D 1999

Aeroflot - Russia, Moscow


A320 1 CFM56/IAE2527 CAE 6H Tropos 3chCC 150 x40 NCAA D 2004

IL-76 1 D30KP-2 ERA/Penza 3H CKT 2ch/2w 80 x40 NCAA A 1985

IL-86 1 HK86-4 ERA/Penza 3H CKT 2ch/2w 80 x40 NCAA A 1978

IL-96-300 1 PC90A ERA/Penza 6H CKT 5ch/6w 200 x40 NCAA C 1994

TU-154M 1 D30KU-154 ERA/Penza 3H CKT 4 3ch/4w 150 x40 NCAA B 1978

Aerolineas Argentinas - Argentina, Buenos Aires


B737-200 1 JT8D-9 Thales R 3H SP1 3ch/4w 150 x40 FAA B 1971

Aerolineas/Boeing Training & Flight Services - Argentina, Buenos Aires


B737-300/500 1 CFM56-3B CAE 6H Vital 8+ 3chCC 180 x40 NCAA D 1986

AeroMexico - Mexico, Mexico City


B737-700/800 1 CFM56-7B Thales 6H ESIG 3chCC 180 x40 FAA D 2001

EMB 145 1 AE3007A1 CAE 6H MaxView+ 3chCC 180 x40 NCAA/FAA D 2001

MD82 1 JT8D-217 CAE 6H Vital 4 3ch/4w 150 x40 FAA C 1985

Aeroservice Aviation Center - Brazil, Rio de Janeiro


B727-200 1 JT8D-15 Thales R 6H SP1 3ch/4w 150 x40 NCAA-ANAC C 1982

Aeroservice Aviation Center - USA, FL, Miami


B727-200 1 JT8D-15 Link 6H SP1 3ch/4w 150 x40 FAA C 1977

B727-233 1 JT8D-15 CAE 6H SP1-T 3ch/4w 150 x40 FAA C 1980

B737-200 1 JT8D-15 CAE 6H Raster NX1 3ch/4w 150 x40 FAA C 1982



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B737-300 1 CFM56 CAE 6H Vital 4 3ch/4w 150 x40 FAA C 1988

B737-800 1 CFM56-7B Sim-Industries 6E EP-1000CT 3chCC 180 x40 FAA D 2009

B747-300 1 CF6-50E2 Thales S 6H RasterFlite 3ch/4w 150 x40 FAA C 1972

B767-200 1 CF6-80A/JT9D-7R4D Thales R 6H RasterFlite 3chCC 180 x40 FAA C 1982

DC10-10 1 CF6 CAE 6H SP1 3ch/4w 150 x40 FAA C 1977

DC8-71 1 CFM56 Conductron 6H SP1 3ch/4w 150 x40 FAA C 1969

MD80 1 JT8D-217/219 CAE 6H RasterFlite 3ch/4w 150 x40 FAA C 1983

MD88 1 JT8D-217/219 Thales S 6H RasterFlite 3chCC 180 x40 FAA C 1988

Aims Community College - USA, CO, Denver


BE 1900-D 1 PT6167D TDI 6H SP-X 3ch/4w 150 x40 FAA C 2001

Air Algerie - Algeria, Algiers

Tel: +213 21 28 35 95 Email: [email protected]

B727-200 1 JT8D-15 Thales R 6H SP2 3ch/4w 150 x40 EASA B 1979

B737-200 1 JT8D-15 Thales R 6H SP-X 500HT 3chCC 180 x40 EASA C 1983

Air Canada - Canada, Toronto Airport


A320-200 3 CFM56 CAE 6H Maxvue+ 3chCC 180 x40 NCAA-TC D 1990/91/02

B767-233 1 JT9D-7 CAE 6H Maxvue+ 3chCC 150 x40 NCAA-TC C 1982

B767-300ER 1 CF6 CAE 6H Maxvue+ 3chCC 150 x40 NCAA-TC D 2002

B777-300ER 1 GE90-115B CAE 6H Tropos 3chCC 150 x40 NCAA-TC D 2007

EMB 170 1 CF34-8E5 CAE 6H Maxvue+ 3chCC 150 x40 NCAA-TC D 2006

EMB 190 1 CF34-10E5A1 CAE 6H Maxvue+ 3chCC 150 x40 NCAA-TC D 2006

Air Canada - Canada, Vancouver Airport


A320-200 1 CFM56 Thales R 6H MaxVue A+ 3chCC 150 x40 NCAA-TC C 1989

A330/A340 1 RR Trent CAE 6H Maxvue+ 3chCC 150 x40 NCAA-TC D 2002

B737-200 1 JT8D-9 CAE 6H Vital 4 3chCC 150 x40 NCAA-TC B 1976

B767-300ER 1 CF6 Thales R 6H MaxVue A+ 3chCC 180 x40 NCAA-TC C 1991

Air China - China, Beijing


B737-800 1 CFM56 CAE 6H MaxVue 2000 3chCC 150 x40 FAA D 1995

B747-400 1 PW4056 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1995

B777-200 1 RR Trent CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1998

Air Europa - Spain, Mallorca


B737-700/800 1 CFM56-7B FSI 6H Vital 8+ 3chCC 180 x40 EASA/FAA D 2000

Air France - France, Paris CDG Airport

Tel: +33 1 64 47 77 84 Email: [email protected]

A320-200 1 CFM56/IAE V2527 CAE 6H ESIG 3800GT 3chCC 150 x40 EASA D 2003

A320-200 1 CFM56-5B4 CAE 6H Tropos 6000 3chCC 150 x40 EASA D 2007

A330-200/A340-300 1 CF6-80E/Trent 772/CFM56 CAE 6H ESIG 3800GT 3chCC 150 x40 EASA D 1993/02

A340-300 1 CFM56-5C2 Thales T 6H ESIG 3800GT 3chCC 150 x40 EASA D 1993

A380 1 EA GP7270 CAE 6H Tropos 6000 3chCC 150 x40 EASA D 2009

B747-400 1 CF6-80C2 Thales R 6H SP-X 500HT 3chCC 180 x40 EASA D 1990

B777-200/300 1 GE90-90&94B/PW4090 Thales 6H EP-1000CT 3chCC 150 x40 EASA D 2003/07

B777-200/300 1 GE90-94B&115B Thales 6H EP-1000CT 3chCC 150 x40 EASA D 1999/07

B777-300ER 2 GE90-115B Thales 6H EP-1000CT 3chCC 150 x40 EASA D 2006/10

Air France - France, Paris Orly Airport


A320-200 1 CFM56-5A1 Thales T 6H SP-X 500HT 3ch/4w 150 x40 EASA D 1988

A320-200 1 CFM56-5A1 Thales T 6H EP100 3ch/4w 150 x40 EASA D 1989

A320-200 1 CFM56-5A1 Thales T 6H EP-1000CT 3chCC 150 x40 EASA D 1991

A320-200 1 CFM56-5A1 Thales T 6H ESIG 3350GT 3chCC 150 x40 EASA D 2000

Air India - India, Hyderabad

Tel: +91 40 27752354/27750419 Email: [email protected]

A320 1 IAE-2500 A1 CAE 6H Vital 7 3chCC 150 x40 FAA D 1990

A320 1 IAE-2500 A1 CAE 6H Vital 7 3chCC 150 x40 FAA D 1992

B737-200 1 JT8D-17A Thales R 6H SP3-T 3chCC 150 x40 FAA C 1987

Air India - India, Mumbai


A310-300 1 CF6 CAE 6H SP-X 500HT 3chCC 150 x40 NCAA D 1988



www.pw.utc.com

IT’S IN OUR POWER™.At Pratt & Whitney, we keep you flying. Our Customer Training team is dedicated to advancing jet engine knowledge and maintenance techniques. From standard courses to customized solutions, whether instructor-led or on the web, we provide an innovative learning experience to support your maintenance, engine performance and fleet management needs. Backed by a global network that supports you anytime, anywhere. Pratt & Whitney. Learn more at www.pwcustomertraining.com.

Client: Pratt & Whitney One CompanyAd Title: Customer Training AdPublication: Civil Aviation TrainingTrim: 178 mm x 85 mm

PWC_eagle_CustomerTraining178x85mm.indd 1 3/24/10 1:40:00 PM

B737-700/800 1 CFM56-7B FSI 6H EP-1000CT 3chCC 180 x40 NCAA D 2001

B747-400 1 PW4056 CAE 6H MaxVue 2000 3chCC 150 x40 NCAA D 1993

B777-300ER 1 GE90-115 Thales 6H EP-1000CT 3chCC 180 x40 NCAA D 2007

B787 1 RR Trent 1000 Thales 6H EP-1000CT 3chCC 150 x40 NCAA D 2010

Air New Zealand - New Zealand, Auckland


A320 1 V2500 CAE 6H Tropos 1 3chCC 200 x40 NCAA D 2003

ATR72 1 PW127 CAE 6E Tropos 6 4chCC 210 x40 NCAA D 2010

B737-300/400/500 1 CFM56 CAE 6H ESIG 3800GT 3chCC 180 x40 NCAA D 2001

B747-400 1 CF6-80C2/RB211-524 Thales R 6H SP3-T 3chCC 150 x40 NCAA D 1989

B767-200 1 CF6 Thales R 6H SP2 3chCC 150 x40 NCAA C 1986

B777-200ER 1 Trent 895/892/PW400/GE90 Thales 6H ESIG 3800GT 3chCC 180 x40 NCAA D 2005

B777-300ER 1 GE90 CAE 6E Tropos 6 4chCC 210 x40 NCAA D 2010

Dash 8 Q100/300 1 PW123 FSI 6H Vital 9 3chCC 180 x40 NCAA D 2005

Airbus China - China, Beijing

Tel: +86 (10) 80486340 Email: [email protected]

A320 1 CFM56 Thales 6H EP-1000CT 3chCC 180 x40 CAAC D 2008

A320-200 1 CFM56-5B4/IAE V2527-A5 Thales 6H ESIG 3350GT 3chCC 180 x40 CAAC D 1997

A330-200/A340-300 1 GW/PW/RR/CFM56 Thales 6H ESIG 3350GT 3chCC 180 x40 CAAC D 1998

Airbus North America Customer Services - USA, FL, Miami


A320 2 CFM56-5B4/IAE V2527-A5 CAE USA 6H ESIG 3350GT 3chCC 180 x40 FAA D 1999

A320 2 CFM56-5B4/IAE V2527-A5 Thales 6H ThalesView 3chCC 180 x40 FAA D 2010

A340/A330 1 CFM56/GE/PW/RR Thales 6H ESIG 3350GT 3chCC 180 x40 FAA/DGAC C 1992

Airbus Training Centre - France, Toulouse

Tel: +33 (0)5 61 93 33 33 Email: [email protected]

A310/A300-600 1 GE CF6/PW4152/PW4158 Thales 6H Vital 4 3ch/4w 150 x40 NCAA C 1984

A320-200 1 CFM56-5B4/IAE V2527-A5 CAE 6H Tropos 3chCC 180 x40 EASA D 2003

A320-200 1 CFM56-5B4/IAE V2527-A5 Thales 6H ESIG 3350GT 3chCC 180 x40 EASA D 1999/00

A330-200/A340-300 1 GW/PW/RR/CFM56 Thales 6H ESIG 3350GT 3chCC 180 x40 EASA D 1992

A330-200/A340-300/A340-600 1 CFM56/RR Trent CAE 6H EP-1000 5chCC 200 x40 EASA D 2006

A380-800 1 RR Trent 972 CAE 6H Tropos 5chCC 200 x40 EASA D 2007

Alaska Airlines - USA, WA, Seattle


B737-400 1 CFM56 Thales R 6H SPX-200 3chCC 150 x40 FAA C 1992

B737-700 1 CFM56 Thales 6H ESIG 3800GT 3chCC 180 x40 FAA D 1999

B737-800 1 CFM56 Thales 6H ESIG 3800GT 3chCC 180 x40 FAA D 2001

CRJ 700 1 CF34 CAE 6H Maxvue+ 3chCC 180 x40 FAA D 2002

MD83 1 JT8D-217 Thales R 6H SPX-200 3ch/4w 150 x40 FAA C 1989

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SAircraft Type Sims Engines Simulator Motion Image Display Approval Initial Service On Line Manufacturer Axes Generator System Level Date

MIS0958 MSC_Ansett Aviation Ad FP_FA.indd 1 12/08/10 5:10 PM


Alitalia Flight Training Centre - Italy, Rome

Tel: +39 (06) 6563 8884 Email: [email protected]

A320-200 1 Multichoice CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2002

A321-111 1 CFM56 Thales 6H Space 3chCC 150 x40 EASA D 1995

B777-200 1 GE90-94B CAE 6H Maxvue+ 3chCC 180 x40 EASA D 2002

MD11 1 CF6-80D1F Thales 6H SP-X 500HT 3chCC 150 x40 EASA C 1991

MD82 1 JT8D-217 Thales 6H SP3-T 3chCC 150 x40 EASA C 1986

MD82 1 JT8D-217 Thales 6H SP-X 500HT 3chCC 150 x40 EASA C 1992

Allied Wings - Canada, Winnipeg, Southport Tel: +1 204 428 2503 Email: [email protected]

Bell 412CF 1 PT6T-3D FSI 6H Vital 9 5chCC 220 x60 NCAA-TC D 2007

King-Air C90B 1 PT6A-21 FSI 6H Vital 9 3chCC 180 x40 NCAA-TC D 2006

Alpha Aviation Academy Europe - UK, LGW Crawley Tel: +44 (0)845 260 1032 Email: [email protected]

B737-800 1 CFM56 Sim-Industries 6E EP1000 3chCC 180 x40 NCAA D 2005

American Airlines - USA, TX, DFW Tel: +1 817 967 5232 Email: [email protected]

B727-200 1 JT8D-15 Link 6H SP3-T 3ch/4w 150 x40 FAA D 1983

B737-800 1 CFM56 CAE 6E EP1000 3chCC 200 x40 FAA D 2009

B737-800 4 CFM56 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1998/00/01

B757-200ER 1 RR RB211 CAE 6H SP-X 500HT 3chCC 150 x40 FAA D 1990

B757-200ER 1 RR RB211 CAE 6H SP-X 200HT 3chCC 150 x40 FAA C 1992

B757-200ER 1 RR RB211 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 2001

B767-200 1 CF6 Link 6H SP2 3ch/4w 150 x40 FAA C 1983

B767-200 1 CF6 Link 6H ESIG 3350GT 3ch/4w 150 x40 FAA D 1987

B767-300ER 1 CF6 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1998

B777-200 3 RR Trent CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1998/99

F 100 1 RR Tay CAE 6H SP-X 500HT 3chCC 150 x40 FAA D 1991

F 100 1 RR Tay CAE 6H SP-X 200HT 3chCC 150 x40 FAA C 1992

MD80 1 JT8D-217 Link 6H ESIG 3350GT 3ch/4w 150 x40 FAA C 1986

MD80 4 JT8D-217 Link 6H ESIG 3350GT 3ch/4w 150 x40 FAA D 1985/88

MD80 1 JT8D-217 CAE 6H SP-X 500HT 3chCC 150 x40 FAA D 1991

American Eagle Airlines - USA, TX, DFW Tel: +1 817 967 5232 Email: [email protected]

ATR 42-300 1 PW120 CAE 6H SP-X 200HT 3ch/4w 150 x40 FAA C 1991

ERJ 145 2 AE3007 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1999/00

Saab 340B 1 CT7 CAE 6H SP-X 200HT 3ch/4w 150 x40 FAA C 1991

ANA - Japan, Tokyo Tel: +81 3 3745 8001 Email: [email protected]

A320-200 1 CFM56 Thales 6H SP-X 500HT 3chCC 150 x40 JCAB D 1990

A320-200/A321-100 1 CFM56/V2500 CAE 6H Vital 8+ 5chCC 225 x40 JCAB D 1999

B737-500 1 CFM56 CAE 6H Vital 8+ 3chCC 180 x40 JCAB D 1995

B737-700 2 CFM56 Thales 6H EP-1000CT 3chCC 200 x40 JCAB D 2005/06

B747-400 1 CF6 CAE 6H SP-X 550AT 5chCC 200 x40 JCAB D 1993

B767-300 1 CF6 Thales 6H EP-1000CT 3chCC 200 x40 JCAB D 1993

B767-300 2 CF6 Thales 6H EP-1000CT 3chCC 150 x40 JCAB D 1989/91

B777-200/200ER 2 PW4074/4090 Thales 6H Vital 8+ 5chCC 225 x40 JCAB D 1995

Dash 8 Q400 1 PW150A CAE 6H EP-1000CT 3chCC 200 x40 JCAB D 2006

ANA/Boeing TFS - Japan, Tokyo Tel: +1 206 662 8236 Email: [email protected]

B787 1 GE Genx/RR Trent 1000 Thales 6E EP-1000CT 3chCC 200 x40 JCAB C 2010

Ansett Aviation Training - Australia, Melbourne Tel: +61 3 9373 8000 Email: [email protected]

A320 2 IAE V2527 CAE 6E EP-1000 3chCC 180 x40 CASA D 2007/08

B737-300 1 CFM56 Thales R 6H SP1-T 5ch/6w 200 x40 CASA D 1987

B737-800NG 1 CFM56-7B26 CAE 6E EP-1000 3chCC 180 x40 CASA D 2008

BAE 146-300A 1 ALF 502 CAE USA(R) 6H EP-1000 3chCC 150 x40 CASA D 1992

Dash 8 Q100/200/300 1 PW120A/123D/123E FSI 6H Vital 8 3chCC 180 x40 CASA D 2005

EMB 120 1 PW118 FSI 6H Vital 7 3ch/4w 80 x40 CASA B 2008

F 100 1 MK-620-15 CAE 6H Vital 8 3chCC 180 x40 CASA D 2008 u/d

King Air 200 1 PW PT6A-42 FSI 6H Vital 8 3ch/4w 80 x40 CASA B 2008

Metro III 1 ALF 502 FSI 6H SP1 3ch/4w 150 x40 CASA B 1988

Saab 340A/B 1 CT7 FSI 6H Vital 8 3chCC 180 x40 CASA D 1997

MIS0958 MSC_Ansett Aviation Ad FP_FA.indd 1 12/08/10 5:10 PM

http://www.ansettaviationtraining.com

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SAircraft Type Sims Engines Simulator Motion Image Display Approval Initial Service On Line Manufacturer Axes Generator System Level Date


Asian ATR Training Centre - Thailand, Bangkok


ATR 42/72 2 PW120/124/127 Thales 6H ThalesView 3chCC 180 x40 EASA D 1997/04

Asiana Airlines - South Korea, Seoul


A320 1 CFM56/IA CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2001

B737-300/400/500 1 CFM56 Thales R 6H SP-X 500HT 3ch/4w 150 x40 FAA D 1991

B747-400 1 CF6 CAE 6H MaxVue 2000 3ch/4w 150 x40 FAA D 1994

B767-300ER 1 CF6 CAE 6H MaxVue 2000 3ch/4w 150 x40 FAA D 1995

Atlas Air - USA, FL, Miami


B747-200F 1 CF6-50E2 Link-AST 6H SP1-T 3ch/4w 150 x40 FAA C 1981

B747-200F 1 CF6-50E2 Link-AST 6H Raster XT 3ch/4w 150 x40 FAA C 2002

B747-400F 1 CF6-80C2B5F CAE 6H Tropos 3chCC 150 x40 FAA C 2001

B747-400F 1 CF6-80C2B5F CAE 6H Tropos 5chCC 210 x40 FAA D 2009

ATR Training Centre - France, Toulouse-Blagnac

Tel: +33 (0)5 62 21 67 51 Email: [email protected]

ATR 42/72 1 PW120/124 FSI 6H Tropos 6000 3chCC 150 x40 EASA C 1990

ATR 42/72 2 PW120/124/127 Thales 6H Tropos 3chCC 180 x40 EASA D 1996/97

Aviation Training Centre Tunisia - Tunisia, Tunis/Gammarth


A320 2 CFM/IAE Thales 6H EP1000CT 3chCC 180 x40 NCAA D 2005/09

Aviation Academy Austria - Austria, Vienna


Fokker 100 1 Tay 650 Axis FTS 6H Equipe G10 5chCC 180 x40 EASA D 2008

Boeing Training & Flight Services - Australia, Brisbane


A320-200 1 CFM56-5B4/V2527 Thales 6H ESIG 3800 3chCC 180 x40 CASA D 2004

B717-200 1 BR715 FSI 6H Vital 8+ 3chCC 180 x40 CASA D 2001

B737-700/800 1 CFM56-7B FSI 6H Vital 8+ 3chCC 180 x40 CASA D 2001

B737-700/800 1 CFM56-7B Thales 6H EP-1000CT 3chCC 180 x40 CASA D 2003

Boeing Training & Flight Services - China, Shanghai


B757-200/B767-300 1 PW2037&4056/CF6-80C2/RB211 FSI 6H Vital 8 3chCC 180 x40 CAAC D 1998

B787 1 CFM56-7B26 Thales 6E EP-1000CT 3chCC 200 x40 CAAC C 2010

Boeing Training & Flight Services - Europe, being relocated


A320-200 1 CFM56-5B/V2547 Thales 6H ESIG 3350GT 3chCC 180 x40 NCAA C 1995

B737-800 1 CFM56-7B CAE 6H Vital 8+ 3chCC 180 x40 NCAA D 1997

Boeing Training & Flight Services - Mexico, Mexico City


B737-700/800 1 CFM56-7B Thales 6H ESIG 3800 3chCC 180 x40 FAA C 2002

MD82 1 JT8D CAE 6H Vital 4 3ch/4w 150 x40 FAA C 1984

Boeing Training & Flight Services - Singapore


A320 1 CFM-56-5A1/V2527 Thales 6H EP-1000CT 3chCC 150 x40 NCAA D 2006

B737-300/400/500 1 CFM56 3C1 Thales 6H SPX 500HT 3chCC 150 x40 NCAA D 2006

B737-800 1 CFM56-7B Thales 6H EP-1000CT 3chCC 150 x40 NCAA D 2007

B777-200ER/300ER 1 GE90-94/RR Trent 895 CAE 6H EP-1000CT 3chCC 150 x40 CAAC-HK D 2006

B787 2 GE Genx/RR Trent 1000 Thales 6E EP-1000CT 3chCC 200 x40 NCAA C 2010

Boeing Training & Flight Services - South Africa, Johannesburg


B737-700/800 1 CFM56-7B FSI 6H Vital 8+ 3chCC 180 x40 NCAA SA/UK D 2000

Boeing Training & Flight Services - South Korea, Gimpo


B777 1 PW4090 CAE 6H MaxVue+ 3chCC 180 x40 NCAA D 1999

Boeing Training & Flight Services - South Korea, Incheon


B737-700/800 1 CFM56 CAE 6H MaxVue+ 3chCC 180 x40 NCAA D 1999

Boeing Training & Flight Services - UK, LGW Crawley


A320-200 1 CFM56-5B/V2547 CAE 6H MaxVue+ 3chCC 180 x40 NCAA D 2001



B737-300 1 CFM56-3B CAE 6H Vital 8+ 3chCC 180 x40 NCAA C 1990

B737-700/800 1 CFM56-7B FSI 6H Vital 8+ 3chCC 180 x40 NCAA D 1999

B737-700/800 1 CFM56-7B Thales 6H Vital 8+ 3chCC 180 x40 NCAA D 2001

B757-200 1 PW2037/RB211-535E4 FSI 6H Vital 8+ 3chCC 180 x40 NCAA D 2001

B757-200/B767-300ER 1 RB211-535/CF6-80C2/PW4060 CAE 6H EP-1000CT 3chCC 150 x40 NCAA C 2001

B777-300ER/-200 1 GE90-115 Thales 6H EP-1000CT 3chCC 200 x40 EASA D 2010

B787 1 GE Genx/RR Trent 1000 Thales 6E EP-1000CT 3chCC 200 x40 EASA C 2010

Boeing Training & Flight Services - USA, FL, Miami


A320-200 1 IAE/CFM56 Thales 6H SP3-T 3ch/4w 150 x40 FAA C 1988

B737-200 1 JT8D CAE 6H SP1 3ch/4w 150 x40 FAA C 1984

B737-300 1 CFM56-3B FSI 6H Vital 8 3chCC 180 x40 FAA C 1997

B737-700/800 1 CFM56-7B CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 2001

B737-700/800 1 CFM56-7B FSI 6H Vital 8 3chCC 180 x40 FAA D 2001

B737-800 1 CFM56-7B CAE 6E EP-1000CT 3chCC 200 x40 FAA D 2009

B757/B767 1 CF6/PW/RR CAE 6H Vital 8+ 3chCC 180 x40 FAA D 2001

B757-200 1 PW2037/RB211 Thales 6H ESIG 3800 3chCC 180 x40 FAA D 2002

B757-200 1 PW2037/RB211-535 FSI 6H EP-1000CT 3ch/4w 150 x40 FAA C 1991

B767-300ER 1 PW4056 FSI 6H EP-1000CT 3ch/4w 150 x40 FAA C 1991

B777-200/300ER 1 GE90-115/-94B FSI 6H EP-1000CT 3chCC 180 x40 FAA D 1999

F 100 1 Tay 650-15 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1992

MD11 1 CF6-80C2/PW4460 CAE 6H Vital 7 3chCC 150 x40 EASA/FAA D 1990

Boeing Training & Flight Services - USA, GA, Atlanta


B717-200 1 BR715-A1/C1 CAE 6H Vital 8+ 3chCC 180 x40 FAA D 2001

B717-200 1 BR715-A1/C1 CAE 6H MaxVue+ 3chCC 150 x40 FAA D 1999

B717-200 1 BR715-A1/C1 FSI 6H Vital 8+ 3chCC 180 x40 FAA/DGAC D 2001

B737-700/800 1 CFM56-7B FSI 6H Vital 8+ 3chCC 180 x40 FAA D 2001

Boeing Training & Flight Services - USA, WA, Seattle


B717-200 1 BR715 FSI 6H Vital 8+ 3chCC 180 x40 FAA D 1999

B737-700/800 2 CFM56-7B CAE 6H MaxVue A+ 3chCC 150 x40 FAA D 1997/98

B747-400/-8 1 CF6-80C2/PW4056 CAE 6E EP-1000CT 3chCC 200 x40 FAA D 2009

B767-300ER 1 CF6-80C2/PW4060 Thales 6H SP-X 500 3chCC 150 x40 FAA C 1987

B767-400ER 1 CF6-80C2 CAE 6H MaxVue A+ 3chCC 150 x40 FAA C 2000

B777-200/300ER 1 GE90-115 CAE 6H EP-1000CT 3chCC 180 x40 FAA D 2006

B787 2 GE Gnx or RR Trent Thales 6E EP-1000CT 3chCC 200 x40 EASA/FAA C 2010

Boeing Training & Flight Services/CasaAero - Morocco, Casablanca


B737-300/400/500 1 CFM56-3 CAE 6H Vital 7 3chCC 150 x40 EASA D 2005

B737-700/800 1 CFM56-7B FSI 6H EP-1000CT 3chCC 180 x40 NCAA D 2005

Boeing Training & Flight Services/S7 Training Centre - Russia, Moscow


B737-300/400/500 1 CFM56-3B Thales 6H SPX-500 3chCC 150 x40 NCAA C 2005

B737-700/800 1 CFM56-7B Thales 6H Vital 8+ 3chCC 180 x40 NCAA D 2003

Bombardier Aerospace - USA, TX, DFW


Challenger 300 1 AS907 RColl 6H ESIG 3350GT 3chCC 180 x40 FAA D 2003

Challenger 604 1 CF34-3B CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2002

Challenger 605 1 GE CF34-3A CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2010

Learjet 31A 1 TFE-731 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2000

Learjet 45 2 TFE-731 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2000

Learjet 60 1 PW305A CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2003

Learjet 60/60XR 1 PW305A CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2000

Bombardier Aerospace - Canada, Montreal


Challenger 604 1 CF34-3B CAE 6H MaxVue 3chCC 180 x40 FAA D 1996

Challenger 605 1 CF34-3B CAE 6H MaxVue 3chCC 180 x40 FAA D 2006

CRJ 100/200 1 CF34-3A1/-3B1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 1994

CRJ 700/900 1 CF34-8C1/CF34-8C5 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2000

Global Express 1 RR BR700-710A2-20 CAE 6H MaxVue+ 5chCC 210 x40 FAA D 2002

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Bristow Academy - UK, Aberdeen

Tel: +44 1224 723151

EC-225 1 TM Makila Frasca 6H TruVision 3ch/4w 150 x40 EASA B 2009

S-92 1 GE CT7-8A Frasca 6H TruVision 3ch/4w 150 x40 EASA B 2009

British Airways - UK, London Heathrow

Tel: +44 (0)208 562 8787 Email: [email protected]

A319/A320/A321 1 CFM45-V27/A5 CAE 6E Raster XT 3chCC 200 x40 EASA D 2001

A319/A320/A321 2 CFM56/V2500 Thales 6H ESIG 3350GT 3chCC 180 x40 EASA D 1999/00

B737-300/400/500 2 CFM56 Thales R 6H SP-X 500 3chCC 150 x40 EASA C 1991/97

B747-400 1 RR RB211 Thales R 6H Raster XT 3chCC 180 x40 EASA C 1997

B747-400 2 RR RB211 Thales R 6H SP-X 500 3chCC 150 x40 EASA C 1988

B747-400 1 RR RB211/GE CF6 Thales R 6H SP-X 500 3chCC 150 x40 EASA D 1994

B757-200 1 RR RB211 CAE 6H SP1 3ch/4w 150 x40 EASA C 1982

B757-200 1 RR RB211 CAE 6H SP-X 500 3chCC 150 x40 EASA C 1989

B767-200/300ER 1 RR RB211 CAE 6H SP-X 500 3chCC 150 x40 EASA C 1991

B777-200/IGW/ER 3 RR 895/GE90/PW4096 CAE 6H ESIG 3350GT 3chCC 150 x40 EASA D 1995/98/00

CAE - Europe TBA

Challenger 300 1 Honeywell HTF7000 CAE 6E Tropos 6000 3chCC 180 x40 EASA D 2010

CAE Brussels - Belgium, Brussels Airport

Tel: +32 (2) 752 57 11 Email: [email protected]

A320 1 CFM56 Thales 6H ESIG 3350 3chCC 180 x40 EASA D 1999

A320 1 CFM56/V2500 CAE 6E Tropos 3chCC 180 x40 EASA D 2009

A330/A340 1 CFM56 Thales 6H ESIG 3350GT 3chCC 180 x40 EASA D 1999

B737-300/400/500 1 CFM56 CAE 6H ESIG 3350GT 5ch/6w 200 x40 EASA C 1989

B737-800/700 1 CFM56 Sim-Industries 6E EP-1000CT 3chCC 180 x40 EASA D 2007

RJ85 1 ALF-507 CAE USA 6H ESIG 3350GT 3chCC 180 x40 EASA D 1996

CAE Centre - Mexico, Mexico City

Bell 412 1 PT6T-3D CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2010

CAE SimuFlite - USA, TX, DFW


B737NG/BBJ 1 CFM56-7B27 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2002

Beechjet 400A 1 PW JT15D-5 CAE 6E Tropos 3chCC 180 x40 FAA D 2005

Beechjet 400A 1 PW JT15D-5 RColl 6H ESIG 3350 3chCC 180 x40 FAA D 2001

Challenger 601 1 GE CF34-3A/3R CAE 6H MaxVue 3chCC 150 x40 FAA D 1995

Citation Excel 1 PW 545A CAE 6H MaxVue 3chCC 180 x40 FAA D 2001

Citation I/SII 1 PW JT15D-4 Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

Citation III/VI/VII 1 TFE 731-4R-2S Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 2001

Citation Ultra/Bravo 1 PW JT15D-5D CAE 6H MaxVue 3chCC 180 x40 FAA D 2000

Citation V 1 PW JT15D-5A SimuFlite 6H Vital IV 3ch/4w 150 x40 FAA C 1993

Citation X 1 RR CAE 6H Tropos 3chCC 180 x40 FAA D 2004

Falcon 10 1 TFE 731-2-1C Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

Falcon 20 1 GE CF700-2D-2 Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

Falcon 2000 1 GE CFE 738-1-1B Thales/RColl 6H ESIG 3350 3chCC 180 x40 FAA D 2003

Falcon 50 1 TFE 731-3-1C Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

Falcon 900/900EX 1 TFE 731-60 Thales/RColl 6H ESIG 3350 3chCC 180 x40 FAA D 2003

G II 1 RR Spey MK 511-8 Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

G III 1 RR Spey MK 511-8 Thales S 6H Image IIIT 3ch/4w 150 x40 FAA C 1984

G IV 1 RR Tay MK 611-8 CAE 6H MaxVue 3chCC 150 x40 FAA D 1995

G V 1 RR RB 710-48 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2001

Global Express 1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2009

Hawker 700 1 TFE 731-3R-1H Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

Hawker 800/800XP 1 TFE 731-5BR-1H CAE 6H Maxvue+ 3chCC 180 x40 FAA D 2002

King Air 200 1 PW PT6A-42 TP Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

King Air 350 1 PW PT6A-60A TP RColl 6H ESIG 3350 3chCC 180 x40 FAA D 2001

Learjet 24/25/C21 1 TFE 731-2-2B Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1985

Learjet 35/36 1 TFE 731-2-2B Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1984

Learjet 55 1 TFE 731-3A-2B Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1984

Phenom 100/300 1 PWC PW617F-E CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2008

Westwind I/II 1 TFE 731-3-1G Thales S 6H MaxVue+ 3chCC 180 x40 FAA C 1984

CAE SimuFlite North East Training Center - USA, NJ, Morristown


Challenger 300 1 HTF 7000 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2008



Citation CJ3 1 Williams FJ44-3A CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2009

Citation CJ3 1 Williams FJ44-3A RColl 6H ESIG 3350 3chCC 180 x40 FAA D 2002

Falcon 50 EX 1 Honeywell TFE731-40 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2010

Falcon 7X 1 PW 307A CAE 6H Tropos 3chCC 180 x40 FAA D 2006

Falcon 900EX EASy/2000EX EASy 1 CAE 6H Tropos 5chCC 200 x40 FAA D 2006

G 200 1 RR Spey 511 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2009

G 450/550 1 RR Spey 611 CAE 6H Tropos 5chCC 200 x40 FAA D 2008

G IV 1 RR Tay MK 311-8 CAE 6H MaxVue 3chCC 160 x40 FAA D 2000

Hawker 800/1000 1 PW304 CAE USA 6H SPX250 3chCC 150 x40 FAA C 1994

Hawker 800XPi 1 PW304 CAE 6H Tropos 6000 5chCC 200 x40 FAA D 2008

S-76C+ 1 Turbomeca Arriel 2S1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2002

CAE - Belgium, Brussels


A300 B2/B4 1 GE CF6-50C2 CAE 6H Vital IV 3ch/4w 150 x40 EASA C 2000

ATR 42/72 1 PW120/PW127F CAE 6H MaxVue 3chCC 180 x40 FAA C&D 2003

B737-300 EFIS 1 CFM56-3B2 FSI 6H Vital IV 3ch/4w 150 x40 EASA C 1990

B737NG 1 CFM56-7B27 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2008

B757/B767 1 PW4060/GE CF60 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001

C-130/L-100 1 Allison T501D22A CAE USA 6H Vital IV 3ch/4w 150 x40 EASA B 1990

Do328TP 1 PW119B Thales 6H SP3050 3chCC 150 x40 EASA D 1998

CAE - Brazil, Sao Paulo


A320 1 IAE V2527-A5 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2008

A320 1 V2500 CAE 6H MaxVue+ 3chCC 180 x40 NCAA-ANAC D 2001

A320-200 1 CFM56-5A CAE 6H MaxVue+ 3chCC 180 x40 FAA D 1999

A330/A340 1 Trent CAE 6H MaxVue+ 3chCC 180 x40 NCAA-ANAC D 2001

B737-700 1 CFM56-7B22 CAE 6H MaxVue+ 3chCC 180 x40 NCAA-ANAC D 2001

B737NG 1 CFM56-7B27 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2007

CAE - Canada, Montreal


A310-200 1 JT9D CAE 6H Hitachi HiVis IIA 5ch/6w 200 x40 EASA C 1994/09

http://www.saflightacademy.com

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A330/A340 1 GE/PW/RR CAE 6H MaxVue+ 3chCC 180 x40 NCAA-TC D 2001

CAE - Canada, Toronto


CRJ 200 1 GE CF34-3A1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 1998

CRJ 200/900 1 GE CF34-3B1 CAE 6H MaxVue A+ 3chCC 180 x40 FAA D 2003

Dash 8-100/300 1 PW121 CAE 6H MaxVue+ 3chCC 180 x40 NCAA-TC D 2002

Do328TP 1 PW 119B Thales 6H SP3050 3chCC 150 x40 FAA D 2002

CAE - India, Bangalore


A320 1 CFM56-5B4/IAE V2527-A5 CAE 6E Tropos II 5chCC 200 x40 FAA D 2008

B737NG 1 CFM56B-27 CAE 6E Tropos II 5chCC 200 x40 FAA D 2008

CAE - Netherlands, Amsterdam


B737NG 2 CFM56-7B24/CFM56-7B26 CAE 6H Tropos 5chCC 200 x40 FAA D 2006/07

B737NG 1 CFM56-7B26 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2000

B737NG 1 CFM56-7B26/CFM56-7B27 CAE 6H Tropos 3chCC 180 x40 EASA D 2000

Fokker 100 1 RR Tay 620/650 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001

Fokker 50 1 PW125B CAE 6H Vital IV 3ch/4w 150 x40 EASA C 1988

Fokker 50 1 PW125B CAE 6H Vital VII 3chCC 150 x40 EASA C 1991

Fokker 70/100 1 RR Tay 620/650 CAE 6H Vital IV 5ch/6w 200 x40 EASA C 1993

Fokker 70/100 1 RR Tay 620/650 CAE 6H MaxVue 5chCC 150 x40 EASA D 1995

CAE - Spain, Madrid


A320 2 CFM56/V2500 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001/02

A320 1 CFM56-5B Thales 6H Vital VII 3chCC 150 x40 EASA C 1990

A320 1 CFM56-5B4 Thales 6H ESIG 3chCC 180 x40 EASA D 2000

A330/A340 1 CFM56-5C Thales 6H ESIG 3350 3chCC 180 x40 EASA D 1999

A330/A340 1 GW/PW/RR CAE 6H MaxVue+ 3chCC 180 x40 NCAA-TC D 2001

A340-300 1 CFM56-5C4 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2002

B747-200 1 PW JT9D Thales 6H SP1 3ch/4w 150 x40 EASA C 1981

CRJ-200/700/900 1 CF34-3A/CF34-3B CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001

CRJ-900 1 CF34-8C5/CF34-8C5A2 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 1995

Dash 8-300 1 PW123 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2002

MD87/88 1 JT8D-217C CAE 6H Vital VII 3chCC 150 x40 EASA C 1990

CAE - USA, AZ, Phoenix


CRJ 200/700/900 2 CF34-3A1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2003

ERJ 145 1 RR AE 3007A CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2003

CAE - USA, CO, Denver


A320 1 CFM56/V2500 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2002

CAE - USA, FL, Miami


CRJ-200 1 CF34-3A1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2002

CAE - UK, Burgess Hill

Tel: +44 (0)1444 247535 Email: [email protected]

A320 2 CFM56-5B4 CAE 6H Tropos 3chCC 180 x40 FAA D 2007

A320 2 CFM56-5B4/IAE V2527-A5 CAE 6H Tropos 5chCC 200 x40 FAA D 2004

A340-600 1 RR Trent 556-61 CAE USA 6H MaxVue 3chCC 180 x40 FAA D 2007

Citation Excel/XLS 1 PWC 545C CAE 6E Tropos 3chCC 180 x40 FAA D 2008

Falcon 7X 1 PW307A CAE 6H Tropos 3chCC 180 x40 FAA D 2006

Falcon 900EX EASy/2000EX EASy 1 TFE 731-60 CAE 6H Tropos 3chCC 180 x40 FAA D 2006

Global Express 1 RR BR700-710A2-20 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2002

Learjet 40/45 1 Honeywell TFE731-20 CAE 6E Tropos 3chCC 180 x40 FAA D 2009

Phenom 100/300 1 PWC PW617F-E CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2009

CAE/Aeroflot - Russia, Moscow


A320-200 1 CFM56-5B4/IAE V2527-A5 CAE 6H Tropos 3chCC 180 x40 NCAA D 2004

CAE/Air Canada - Canada, Vancouver


Dash 8-100/300 1 PW 121 CAE 6H MaxVue+ 3chCC 180 x40 NCAA-TC D 2003



CAE/AirAsia Training Centre - Malaysia, Kuala Lumpur

Tel: +60 3 8777 8060/47 Email: [email protected]

A320 1 IAE 2527/CFM56 CAE 6H ESIG 3350 3chCC 180 x40 FAA D 1999

A320 1 PW 4168A CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2008

A330 1 PW 4168A CAE 6E Tropos 6000 5chCC 200 x40 FAA D 2008

B737-400 1 CFM56-3 Thales 6H Image IV-500 3chCC 150 x40 EASA C 1995

CAE/Airbus - USA, FL, Miami


A320-200 1 CFM56-5B4/IAE V2527-A5 CAE 6H ESIG 3350 3chCC 180 x40 EASA/FAA D 1999

A320-200 1 CFM56-5B4/IAE V2527-A5 CAE 6H ESIG 3350 3chCC 180 x40 EASA/FAA D 2001

CAE/Alitalia Training Centre - Italy, Rome


A320 1 CFM56-5B4 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2002

B767-300ER 1 CF680C2-B6F CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2002

B777-200 1 GE90-94B CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2002

CAE/Emirates - India, Bangalore


A320 1 CFM56-5B4/IAE V2527-A5 CAE 6E Tropos 6000 5chCC 200 x40 FAA D 2010

CAE/Emirates - UAE, Dubai


A318/320/321 1 CFM56-5B4/IAE V2527 CAE 6H MaxVue+ 3chCC 180 x40 EASA/FAA D 2002

A320 1 CFM56-5B4/IAE V2527 CAE 6H Tropos 3chCC 180 x40 EASA D 2006

A330/A340 1 RR/PW/GE & CFM CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2003

B737 NG/BBJ 1 CFM56-7B26 CAE 6H MaxVue+ 3chCC 180 x40 EASA/FAA D 2002

B737 NG/BBJ 1 CFM56-7B27 CAE 6H Tropos 3chCC 200 x40 EASA/FAA D 2005

B777 1 GE90-94B/RR 892 CAE 6H Tropos 3chCC 200 x40 EASA D 2006

Bell 412/212 1 PW PT6T-3D CAE 6H Tropos 5chCC 220 x60 EASA/FAA D 2005

Global Express 1 BR710 CAE 6H Tropos 6000 4chCC 210 x40 EASA/FAA D 2010

Gulfstream 4/300/400 1 RR TAY 611-8 CAE 6H MaxVue+ 3chCC 200 x40 EASA/FAA D 2003

Gulfstream 5/550 1 BMW/RR BR710-A1-10 CAE 6H MaxVue+ 3chCC 200 x40 EASA/FAA D 2003

Hawker 800A/800XP 1 TFE731-5R-1H CAE 6H MaxVue+ 3chCC 180 x40 EASA/FAA D 2003

Hawker 800XPi 1 TFE731-5BR-1H CAE 6E Tropos 6000 3chCC 180 x40 EASA/FAA D 2009

CAE/Horizon Air - USA, WA, Seattle

Email: [email protected]

CRJ 700 1 CF34-8C1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2001

CAE/Lan - Chile, Santiago


A320 1 CFM56 CAE 6H Tropos 6000 3chCC 180 x40 NCAA D 2007

A320-200 1 V2500 CAE 6H MaxVue+ 3chCC 180 x40 NCAA D 1999

B737-200 1 JT8D Thales 6H SPX 550HT 3chCC 150 x40 NCAA C 1981

B767-300 1 Multichoice CAE 6H Maxvue+ 3chCC 180 x40 EASA D 2002

B767-300ER 1 CF680C2-B6F Thales 6H SPX 550HT 3chCC 180 x40 NCAA D 1992

CAE/US Airways - USA, AZ, Phoenix


CRJ-200/700 1 GE CF34-3A1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2002

CAE/US Airways - USA, NC, Charlotte


CRJ-200 2 GE CF34-3B1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2000/02

Capital Training Center - USA, FL, Sanford


B727-200 2 JT8D-15 CAE 6H MaxVue 3chCC 180 x40 FAA D 2004

Cargolux - Luxembourg, Luxembourg Airport


B747-400F 1 RR RB211/GE CF6 CAE 6H Tropos 6400 4chCC 200 x40 EASA D 2000/10

B747-8F 1 GEnx-2B67 CAE 6E Tropos 6400 4chCC 200 x40 EASA D 2010

CityLine AVRO Simulator & Training GmbH, Germany, Berlin


RJ100 2 LF-507 CAE USA 6H Tropos 6200 3chCC 180 x40 EASA D 1996

Cathay Pacific - China, Hong Kong


A330/A340 1 RR Trent/CFM56 CAE 6H SP-X 550HT 3chCC 150 x40 CAAC-HK D 1994

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A330/A340 1 RR Trent/CFM56 CAE 6H MaxVue A+ 3chCC 150 x40 CAAC-HK D 1997

B747-200 1 RR RB211 Link/CAE 6H SP-X 200HT 3ch/4w 150 x40 CAAC-HK C 1981

B747-400 1 RR RB211 CAE 6H SP-X 550HT 3chCC 150 x40 CAAC-HK D 1994

B747-400 2 RR RB211 Thales R 6H SP-X 500HT 3chCC 150 x40 CAAC-HK D 1989/91

B777-200/300 1 RR Trent CAE 6H Tropos IIe 3chCC 200 x40 CAAC-HK D 1995

B777-300ER 1 GE90 CAE 6E Tropos IIe 3chCC 200 x40 CAAC-HK D 2007

China Airlines - Taiwan, Taipei


A300-600R 1 PW4158 CAE 6H MaxVue+ 3chCC 150 x40 NCAA D 1997

A330/A340 1 A340-CFM56-5C4/ CAE 6H MaxVue+ 5chCC 200 x40 NCAA D 2001

A330-RR Trent 772

A330-200 1 CF6-80E1A4 CAE 6H Tropos 5chCC 200 x40 NCAA D 2005

B737-800NG 1 CFM56-7B CAE 6H MaxVue+ 3chCC 150 x40 NCAA D 2000

B747-400F 1 CF6-80C2-B1F CAE 6H MaxVue+ 5chCC 200 x40 NCAA D 2002

B747-400P 1 PW4056 CAE 6H Tropos 3chCC 150 x40 NCAA D 1989

China Commercial Aircraft Co Ltd (COMAC) - China, Shanghai

Tel: +(86-21) 61210000-6236 Email: [email protected]

ARJ21 Xiangfeng 2 GE CF34-10A CAE 6E Tropos 6000 3chCC 180 x40 CAAC D 2010

Civil Aviation Flight University Of China - China, Guanghan

A320 1 CFM/IAE Mechtronix 6E RSI 3chCC 180 x40 CAAC D 2009

B737NG 1 CFM56 Mechtronix 6H RSI 3chCC 180 x40 CAAC D 2005

Citation CJ1 2 Williams FJ44-1A Mechtronix 6E RSI 3chCC 180 x40 CAAC D 2007

Clark Aviation - Philippines, Clark Airport

Tel: +63 (45) 599 7435 Email: [email protected]

A320 1 CFM56/IAE V2527 CAE 6E Maxvue+ 3chCC 200 x40 NCAA D 2007

Comair - South Africa, Johannesburg

Tel: +2711 9210418 Email: [email protected]

B737-236 1 PW JT8D-15 Thales R 6H SP1 3ch/4w 150 x40 NCAA C 1981

B737-300/400/500 1 CFM56 CAE 6H SP-X 550 3chCC 150 x40 NCAA D 2004

Continental Airlines - USA, TX, Houston


B737-500 1 CFM56 Thales 6H MaxVue+ 3chCC 180 x40 FAA D 1994

B737-800 2 CFM56 CAE 6E EP-1000 3chCC 200 x40 FAA D 2009

B737-800 2 CFM56 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 1998/08

B757-200 1 RR RB211 Thales 6H MaxVue+ 3chCC 150 x40 FAA D 1995

B777-200 1 PW4082 CAE 6H EP-1000 3chCC 180 x40 FAA D 1998

ERJ 145 3 AE3007 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2000/01/03

Copa Airlines - Panama

B737-NG 1 CFM56-7B Mechtronix 6E RSI 3chCC 180 x40 FAA D 2006

CTC Aviation Services - UK, Southampton


A320-200 1 CFM56 Thales R 6H Raster XT 3chCC 180 x40 EASA B 1988

A320-200 1 CFM56/V2500 Thales 6H SP3-T 5ch/6w 150 x40 EASA C 1989

Czech Airlines - Czech Republic, Prague


A320 1 CFM56-5B4/IAE V2527 Thales 6H EP-1000CT 3chCC 180 x40 EASA D 2007

B737-400/500 1 CFM56-3C1 CAE 6H MaxVue+ 3chCC 180 x40 EASA C 2000

Delta Air Lines - USA, GA, Atlanta


B737-200 1 JT8D-15 CAE 6H SPX-550 3chCC 180 x40 FAA D 1999

B737-800 3 CFM56 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1999/00

B757-200 2 PW2037 Link/CAE 6H ESIG 3350GT 3chCC 150 x40 FAA C 1984/89

B757-200 1 PW2037 Thales R 6H SP-X 550 3chCC 150 x40 FAA D 1992

B767-200 1 CF6 Link/CAE 6H ESIG 3350GT 3chCC 150 x40 FAA C 1983

B767-300ER 2 CF6/PW4000 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1999/01

B767-300ER 1 CF6/PW4000 CAE 6H ESIG 3350GT 3chCC 150 x40 FAA D 1991

B767-400 1 CF6/PW4000 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 2000

B777-200 1 PW4074 CAE 6H ESIG 3350GT 3chCC 180 x40 FAA D 1999

B777-200LR 1 GE90-110B1L2 CAE 6E EP1000 5chCC 200 x40 FAA D 2008

MD11 1 PW4000 CAE 6H SP-X 550 3chCC 180 x40 FAA D 1991

MD11 1 PW4000/CF6 Thales R 6H SP-X 550 3chCC 150 x40 FAA C 1992

MD88 2 JT8D-219 CAE 6H SP-X 550 3chCC 150 x40 FAA D 1992



MD88 1 JT8D-219 Link 6H SP-X 550 3chCC 150 x40 FAA C 1990

MD88 1 JT8D-219 Link/BSC 6H SP-X 550 3chCC 150 x40 FAA D 1988

MD90-30 1 V2500 CAE 6H SP-X 550 3chCC 150 x40 FAA D 1995

TriStar L1011-250 1 RR RB211 Link/ARI 6H SP-X 250 3ch/4w 150 x40 FAA C 1973

Delta-NWA - USA, MN, MSP Email: [email protected]

A320-211 1 CFM56-5-A1 CAE 6H ESIG 3350gt 3chCC 150 x40 FAA D 1998

A320-211 2 CFM56-5-A1 Link 6H SP-X 250t 3chCC 150 x40 FAA C 1991/97

A320-211 1 CFM56-5-A1 Thales T 6H SP-X 500 3chCC 150 x40 FAA D 1990

A330/A340 1 CF6-80E/PW4168/ CAE 6H Vital 8+ 3chCC 180 x40 FAA D 2002

Trent 772/CFM56-5

A330-223 1 PW4168A Thales 6H ESIG 3350gt 3chCC 150 x40 FAA D 2003

B747-251 1 JT9D-7Q/F Link 6H SP1-T 3ch/4w 150 x40 FAA C 1983

B747-251 1 JT9D-7R/G Link 6H SP-X 250t 3chCC 150 x40 FAA C 1990

B747-451 1 PW4056 CAE 6H SP-X 500ht 3chCC 150 x40 FAA D 1989

B747-451 1 PW4056 Link 6H SP-X 250t 3chCC 150 x40 FAA C 1990

B757 1 GE 80A Link u/d Opinicus 6H ESIG 3350 3ch/4w 150 x40 FAA D 2002 u/d

B757-251 1 PW2037 Thales S 6H SP-X 500 3ch/4w 150 x40 FAA D 1985

B757-251 1 PW2037 Link 6H SP-X 500 3chCC 150 x40 FAA D 1990

B787-8 1 RR Trent 1000A Thales 6H EP-1000 3chCC 180 x40 FAA D 2010

DC9-30 2 JT8D-7,9,15 Link u/d Opinicus 6H ESIG 3350 3ch/4w 150 x40 FAA D 1999 u/d 09

DC9-30 2 JT8D-7/9A CAE u/d Opinicus 6H ESIG 3350 3ch/4w 150 x40 FAA C 2000 u/d

DC9-30 1 JT8D-9A Link 6H SP-X 500 3chCC 150 x40 FAA D 1990

Dragonair - China, Hong Kong Tel: +852 3193 3200 Email: [email protected]

A320 1 V2500/CFM CAE 6H MaxVue+ 3chCC 180 x40 CAAC-HK D 2000

A330/A340 1 RR/GE CAE 6H MaxVue+ 3chCC 180 x40 CAAC-HK D 2002

EgyptAir - Egypt, Cairo Tel: +202 2696 3842 Email: [email protected]

A320 1 CFM56-5B4/IAE V2527-A5 Thales 6H ESIG 3800GT 3chCC 180 x40 EASA D 2001

A330/A340 1 PW4060/GE90 Thales 6H ESIG 3800 3chCC 200 x40 EASA D 2005

B737-800 1 CFM24k/26k/27k FSI 6E Vital 10 3chCC 200 x40 EASA D 2009

B777 1 PW4090/GE90 Thales 6H ESIG 3800GT 3chCC 180 x40 EASA D 2003

Elbit Systems - Israel, Netanya

King Air B200 1 PT6A-42 Mechtronix 6E RSI 3chCC 180 x40 NCAA D 2009

Embraer - Brazil, San Jose Tel: +55 12 3927 7541 Email: [email protected]

EMB 120 1 PW118 Thales R 6H Vital 4 2ch/2w 60 x40 NCAA-ANAC B 1990

Emirates - UAE, Dubai Email: [email protected]

A300/A310-300/600 1 CF6 CAE 6H MaxVue+ 3chCC 180 x40 NCAA C 1995

http://www.servokinetics.com

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A330/A340 1 RR Trent CAE 6H EP-1000CT 3chCC 180 x40 NCAA D 2000

A330-202 1 RR Trent CAE 6H EP-1000CT 3chCC 180 x40 NCAA D 2000

A380 2 EA GP7000 CAE 6H EP-1000CT 3chCC 180 x40 NCAA D 2008

B777-200 1 RR Trent CAE 6H EP-1000CT 3chCC 180 x40 NCAA D 1995

B777-300 1 RR Trent CAE 6H MaxVue+ 3chCC 180 x40 NCAA D 2003

B777-300ER 2 GE115 CAE 6H EP-1000CT 3chCC 180 x40 NCAA D 2007/08

EPA Civil Aviation Training Centre - Brazil, Curitiba


EMB 120 1 PW118 Thales R 6H Vital 4 2ch/2w 60 x40 NCAA-ANAC B 1990

Ethiopian Airlines - Ethiopia, Addis Ababa


B707/B720 1 JT3D-3 Link 3H NVS 2ch/2w 60 x40 EASA A 1967

B757/B767 1 CF6 Thales R 6H SP-X 550 3chCC 180 x40 EASA D 1993

Etihad Airways - UAE, Abu Dhabi

Tel: +971 (0) 50 825 7230 Email: [email protected]

A320-200 1 IAE V2527-A5 CAE 6E Tropos 3chCC 200 x40 EASA D 2008

A330-200/ A340-300 2 RR Trent 556&772/ CAE 6H Tropos 3chCC 200 x40 EASA D 2007

PW4168A/CFM 56-5C4

B777 1 GE90-115BL2 CAE 6E Tropos 3chCC 200 x40 EASA D 2009

European Skybus Flight Training Centre - UK, Bournemouth Airport


B727-200 1 JT8D-15 Thales R 6H SP1 3ch/4w 150 x40 NCAA D 1979

B737-200 1 JT8D-15A Thales R 6H SP3-T 3ch/4w 150 x40 EASA C 1988

B747-200 Combi 1 RR RB211 CAE 6H SP-X 500 3ch/4w 150 x40 EASA C 1989

BAC 1-11 1 RR Spey Thales R 3H NVS 2ch/2w 60 x40 FAA B 1974 u/d

Sikorsky S61N 1 CT-58 Thales R 6H EP-1000 2ch/2w 60 x40 EASA B 1978

EVA Airways - Taiwan, Taoyuan


A330-200 1 CF6 80E1A4 CAE 6H Tropos R300 3chCC 200 x40 NCAA-Ph/Tw D 2003

B747-400 1 CF6 80C2-B1F Thales 6H Tropos R300 3chCC 180 x40 CAAC/CAAP/TCAA D 1993

B777-300ER 1 GE-90-115B CAE 6H Tropos R300 3chCC 200 x40 NCAA/Ph/Tw D 2006

MD11 1 CF6 80C2-D1F/PW4460 Thales 6H Tropos R300 3chCC 180 x40 CAAC/TCAA D 1994

FAA Academy - USA, OK, Oklahoma City

Tel: +1 405 954 4562

B737-800 2 CFM56 CAE 6H Tropos 3chCC 180 x40 FAA D 2004

FedEx - USA, AK, Anchorage


MD11 1 CF6 CAE 6H EP-1000 3chCC 150 x40 FAA D 1997

FedEx - USA, TN, Memphis


A300-600F 1 CF6 CAE 6H EP-1000 3chCC 150 x40 FAA D 1993

A300-600F 1 CF6 Thales 6H EP-1000 3chCC 150 x40 FAA D 1999

A310-200 1 CF6 CAE 6H EP-1000 3chCC 150 x40 FAA C 1994

A310-300 1 PW4000 CAE 6H EP-1000 3chCC 180 x40 FAA C 2006

B727-200 1 JT8D CAE 6H EP-1000 3ch/4w 150 x40 FAA C 2006

B727-2S2F 1 JT8D-17 Thales R 6H SP-X 550 3chCC 150 x40 FAA D 1987

B757-200 2 RB211 CAE 6H EP-1000 5chCC 200 x40 FAA D 2008

B777F 2 GE90 CAE 6H EP-1000 5chCC 200 x40 FAA D 2008/09

DC10-10F 1 CF6 Thales S 6H SP1 3ch/4w 150 x40 FAA B 1983

MD10 2 CF6 CAE 6H EP-1000 3chCC 180 x40 FAA C 2000

MD11 4 CF6 CAE 6H EP-1000 3chCC 150 x40 FAA D 1991/99/02/06

Finnair Flight Training Centre - Finland, Helsinki


A320-200 1 CFM56/IAE 2527 CAE 6H Tropos 5chCC 200 x40 EASA D 1999

ATR 42/72 1 PW120/PW124 Thales R 6H EP-1000CT 3ch/4w 150 x40 EASA C 1986

B757-200 1 RR RB211/PW2040 Thales R 6H EP-1000CT 3chCC 150 x40 EASA C 1991

DC9-50 1 JT8D-17 Link 3H NVS 2ch/2w 60 x40 EASA A 1972

EMB 170 1 CF34-8E5 CAE 6H Tropos 3chCC 180 x40 EASA D 2006

MD11 1 CF6/PW4362 CAE 6H Vital 7 5chCC 200 x40 EASA D 1990

Finnish Aviation Academy - Finland, Pori


King Air 300 1 PT6A FSI 6H Vital 4 3ch/4w 150 x40 EASA C 1991



Flex Aviation Center (ex Varig) - Brazil, Rio de Janeiro

Tel: +55 21 3717 0366 / 0354 Email: [email protected]

B707-321B 1 JT3D-3 Thales R 3H Novoview 2500 2ch/2w 60 x40 FAA A 1977

B727-200F 1 JT8D-15/15A Thales R 6H SP-1 3chCC 150 x40 NCAA-ANAC C 1976

B737-200 1 JT8D-17 Thales R 3H SP1-T 2ch/2w 60 x40 FAA A 1976

B737-300 1 CFM56 Thales R 6H SP3-T 3chCC 150 x40 FAA C 1988

B767-200 1 CF6 Thales R 6H SP3-T 3chCC 150 x40 FAA C 1987

Flight Simulation Company - Netherlands, Schiphol


A320 3 CFM56/IAE V2527 CAE 6E Tropos 5chCC 200 x40 EASA D 2007

B737-300 1 CFM56 CAE 6H Image II 3chCC 150 x40 EASA C 1993

B737-800 1 CFM56 Sim-Industries 6E EP-1000CT 3chCC 180 x40 EASA D 2007

B737-800 1 CFM56 CAE 6E Tropos 5chCC 200 x40 EASA D 2007

B737-800 2 CFM56 CAE 6E Tropos 5chCC 200 x40 EASA D 2006 &07

B767-300ER 1 CF6/PW CAE 6E MaxVue+ 3chCC 180 x40 EASA D 1993

Do328Jet 1 PW306 CAE 6E Tropos 3chCC 180 x40 EASA D 2007

Flight Simulation Company - USA, TX, DFW


A320 1 CFM56/IAE V2527 CAE 6E Tropos 3chCC 200 x40 FAA D 2009

B737-200 1 JT8D-15 CAE 6H Vital 4 3ch/4w 150 x40 FAA C 2006

B737-300 1 CFM56-3 CAE 6H Vital 4 3ch/4w 150 x40 FAA C 2008

B737-800 1 CFM56 CAE 6E Tropos 5chCC 200 x40 FAA D 2009

flyLAL Training - Lithuania, Vilnius


B737-300/400/500 1 CFM56 Thales 6H SP-X 500 3chCC 150 x40 EASA C 1989

FlyRight Inc. - USA, NC, Concord

Tel: +1 704 720 9623

Beech 1900D 1 PT6A Opinicus 6H RasterFlite 3ch/4w 150 x40 FAA C 2008

King Air 200 1 PT6A Opinicus 6H RasterFlite 3ch/4w 150 x40 FAA C 2008

FlightSafety International Atlanta Learning Center - USA, GA, Atlanta

Tel: +1 678 365 2700 / 800 889 7916 Email: [email protected]

Citation 1/2 1 PW JT15D-5 FSI 6H Vital X 3ch/4w 150 x40 FAA C 1987

CRJ 4 GE CF-34-3B1 FSI 6H Vital 8 3chCC 180 x40 FAA D 2000/01

CRJ 700 1 GE CF-34-8C1 FSI 6H Vital 9 3chCC 180 x40 FAA D 2003

Dash 8 1 PW 120 FSI 6H Vital 8 3chCC 150 x40 FAA C 2001

EMB120 1 PW118 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1991

Jetstar 1 PW JT12-8 FSI 6H Vital 4 3ch/4w 150 x40 FAA A 1983

King Air 200 1 PT6-A42 FSI 6H Vital 9 3chCC 180 x40 FAA D 2002

King Air 350 1 PW PT6A-60A FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1993

King Air 350 1 PW PT6A-60A FSI 6H Vital 9 3chCC 180 x40 FAA D 2008

Learjet 31A 1 Garrett TFE731-2-3B FSI 6H Vital 8+ 3chCC 180 x40 FAA D 2002

Learjet 35 1 Garrett TFE731 FSI 4H Vital 8 2ch/2w 60 x40 FAA B 1986

Learjet 45 1 Garrett TFE731-20 FSI 6H Vital 8+ 3chCC 180 x40 FAA D 2000

Learjet 60 1 PW305A FSI 6H Vital 8+ 3chCC 180 x40 FAA D 2001

FlightSafety International Cincinnati Learning Center - USA, KY, Erlanger


CRJ 3 GE CF-34-3B1 FSI 6H Vital 8+ 3chCC 180 x40 FAA D 2000/01/02

CRJ 1 GE CF-34-3B1 FSI 6H Vital 8 3chCC 150 x40 FAA D 1998

CRJ 700 1 GE CF-34-8C1 FSI 6H Vital 9 3chCC 180 x40 FAA D 2003

FlightSafety International Columbus Learning Center - USA, OH, Columbus


Citation Excel 1 PW545A FSI 6H Vital 8 3chCC 180 x40 FAA D 2001

Citation Sovereign 1 PW306C FSI 6E Vital 9 3chCC 180 x40 FAA D 2006

Citation Ultra 1 PW JT15D-5D FSI 6H Vital 8 3chCC 180 x40 FAA D 1999

Citation X 1 Allison AE3007C FSI 6H Vital 8 3chCC 180 x40 FAA D 2001

Citation XLS 1 PW 545B FSI 6E Vital 9 3chCC 180 x40 FAA D 2007

Falcon 2000 1 Garrett CFE738-1-1B FSI 6H Vital 9 3chCC 180 x40 FAA D 2003

Gulfstream 200 1 PW 306A FSI 6E Vital 9 3chCC 180 x40 FAA D 2007

FlightSafety International Daleville Learning Center - USA, AL, Daleville


King Air 200/C12/UC12B 1 PT6A FSI 6H Vital 4 5ch/6w 150 x40 FAA C 1986

King Air C-12 1 PT6A FSI 6H Vital 4 2ch/2w 60 x40 FAA A 1985

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King Air C-12 2 PT6A FSI 6H Vital 8 3chCC 180 x40 FAA C 1992/94

King Air C-12D 1 PT6A FSI 6H Vital 9 3chCC 180 x40 FAA B 2004

King Air C-12D 1 PT6A FSI 6H Vital 8 3chCC 150 x40 FAA C 2000

Sikorsky S-70 1 GE T700-GE-701C FSI 6H Vital 9 5chCC 200 x60 FAA D 2003

FlightSafety International DFW Learning Center - USA, TX, DFW


ATR 42/72 1 PW120 FSI 6H Vital 4 3ch/4w 185 x40 FAA C 1998

CRJ 200/700 1 GE CF34 FSI 6H Vital 9 3chCC 180 x40 FAA D 2003

ERJ 145 1 Allison AE3007A1P FSI 6H Vital 9 3chCC 180 x40 FAA D 2004

Falcon 10 1 Garrett TFE731-2 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1983

Falcon 20 1 Garrett TFE731-5BR FSI 6H Vital 7 3chCC 150 x40 FAA D 1994

Falcon 2000 1 PW 308C FSI 6H Vital 8 3chCC 165 x40 FAA D 2000

Falcon 2000EX/900EX EASy 1 Garrett TFE731-60 FSI 6E Vital 9 3chCC 180 x40 FAA D 2007

Falcon 50 1 Garrett TFE731-3-1C FSI 6H Vital 7 3ch/4w 150 x40 FAA C 1994

Falcon 900EX 1 Garrett TFE731-60 FSI 6H Vita 8 3chCC 180 x40 FAA D 2000

G100 1 Garrett TFE731-40R FSI 6H Vital 9 3chCC 180 x40 FAA D 2005

G150 2 Garrett TFE731-40R FSI 6E Vital 9&X 3chCC 180 x40 FAA D 2007/09

G200 2 PW 306A FSI 6H Vital 8&9 3chCC 180 x40 FAA D 2007/08

GII 1 RR Spey 522-8 FSI 6H Vital 8 3chCC 160 x40 FAA C 1989

GIII 1 RR Spey 511-8 FSI 6H Vital 8 3chCC 160 x40 FAA D 1996

GIV 1 RR Tay FSI 6H Vital 9 3chCC 150 x40 FAA D 2009

FlightSafety International Farnborough Learning Center - UK, Farnborough


1900D 1 PW PT6A-67D FSI 6H Vital 9 3chCC 180 x40 EASA/FAA D 2005

Citation Bravo 1 PW 530A Turbofan FSI 6H Vital 8 3chCC 180 x40 EASA/FAA C 2001

Citation CJ2 1 Williams FJ-44-2C FSI 6H Vital 9 3chCC 180 x40 EASA/FAA D 2002

Citation Excel 1 PW 545A FSI 6H Vital 9 3chCC 180 x40 EASA/FAA D 2006

Citation Mustang 1 PW 615F FSI 6E Vital 9 3chCC 180 x40 EASA/FAA D 2008

Citation Sovereign 1 PW 306C FSI 6E Vital X 3chCC 180 x40 EASA/FAA D 2009

Dash 8 400 2 PW 150A FSI 6E Vital 9 3chCC 180 x40 EASA/FAA D 2006/07

G550/G450 1 RR Tay MK 611-8C FSI 6H Vital X 3chCC 150 x40 EASA/FAA D 2009

Hawker 400XP 1 PW JT15D-5 FSI 6E Vital 9 3chCC 180 x40 EASA/FAA D 2006

Hawker 750 1 Garrett TFE731-5BR FSI 6E Vital 9 3chCC 180 x40 EASA/FAA D 2009

Hawker 800XP 1 Garrett TFE731-5BR FSI 6H Vital 9 3chCC 180 x40 EASA/FAA D 2006

Hawker 850XP 1 Garrett TFE731-5BR FSI 6H Vital 9 3chCC 180 x40 EASA/FAA D 2007

King Air 200 1 PWC PT6A-42 FSI 6H Vital 9 3chCC 180 x40 EASA/FAA D 2006

S-92 1 GE CT7-8A FSI 6E Vital 9 5chCC 200 x40 EASA/FAA D 2007

Saab 340 1 GE CT7-9 FSI 6H Vital 8 3chCC 180 x40 EASA/FAA D 2005

FlightSafety International Ft Worth Bell Learning Center - USA, TX, Hurst


Bell 412/212 1 PW PT6T-3B FSI 6H Vital 9 3chCC 180 x40 FAA D 2009

Bell 412/212 1 PW PT6T-3B FSI 6H Vital 9 3chCC 180 x40 FAA C 1993

Bell 430 1 Allison 250-C47B FSI 6H Vital 8 3chCC 180 x40 FAA C 2009

FlightSafety International Houston Learning Center - USA, TX, Houston


ATR 42 1 PW120 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1998

ATR 42/72 1 PW124 FSI 6H Vital 8 3chCC 150 x40 FAA C 1991

ATR 42/72-500 1 PW127E FSI 6H Vital 9 3chCC 180 x40 FAA D 2009

Challenger 601/3A 1 GE CF-34-3A FSI 6H Vital 8 3chCC 160 x40 FAA D 1997

Commander 690 & 1000 2 Garrett TPE331-1050 FSI 4H Vital 8 2ch/2w 60 x40 FAA A 2001

ERJ 145 1 AE3007A1P FSI 6H Vital 8 3chCC 180 x40 FAA D 1998

ERJ 145 2 AE3007A1P FSI 6H Vital 9 3chCC 180 x40 FAA D 2009

Hawker 800XP 1 Garrett TPE731-5BR FSI 6H Vital 9 3chCC 180 x40 FAA D 2009

Hawker 900XP 1 Garrett TFE731-50R FSI 6E Vital X 3chCC 180 x40 FAA D 2009

King Air 200 1 PW PT6A-42 FSI 6E Vital X 3chCC 180 x40 FAA D 2009

King Air C-90 1 PW PT6A-21 FSI 6H Vital 8 2ch/2w 60 x40 FAA A 2000

Saab 340 1 GE CT7-9 FSI 6H Vital 7 3ch/4w 150 x40 FAA D 1995

FlightSafety International Japan - Japan, Tokyo


Dash 8 100/200/300 1 PW 120A/ PW 123 FSI 6E Vital 9 3chCC 180 x40 JCAB D 2009

RJ 1 GE CF-34-8C5 FSI 6E Vital 9 3chCC 180 x40 JCAB D 2008



FlightSafety International Lafayette Learning Center - USA, LA, Lafayette


Bell 206 1 Allison 250-C20J FSI 6EV Vital X 5chCC 220 x45 FAA D 2008

S 76 C+/C++ 1 Turbomeca Arriel 2S2 FSI 6H Vital 9 3chCC 180 x40 FAA D 2004

S 92 1 GE CT7-8A FSI 6E Vital X 5chCC 200 x40 FAA D 2008

FlightSafety International LaGuardia Learning Center - USA, NY, Flushing


Beech 1900 1 PW PT6A-65B FSI 6H Vital 4 3chCC 180 x40 FAA C 1989

Beech 1900D 1 PW PT6A-67D FSI 6H Vital 7 3chCC 180 x40 FAA D 1996

King Air 200 1 PW PT6A-42 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1989

Shorts 360 1 PW PT6A-67AR FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1989

FlightSafety International Lakeland Learning Center - USA, FL, Lakeland


Cheyenne I/II 2 PT6 FSI 4H Vital 4 2ch/2w 60 x40 FAA B 2005

Cheyenne III 1 PT6A-41 FSI 4H Vital 4 2ch/2w 60 x40 FAA B 2005

King Air 200 1 PW PT6A-42 FSI 4H Vital 4 2ch/2w 60 x40 FAA B 2004

King Air C-90B 1 PW PT6A-21 FSI 4H Vital 4 3ch/4w 150 x40 FAA B 2005

FlightSafety International Le Bourget Learning Center - France, Le Bourget


Citation V/II 1 JT15D-4 FSI 6H Vital 7 3ch/4w 150 x40 EASA/FAA C 1998

Dash 8 1 PW120 FSI 6H Vital 8 3chCC 165 x40 FAA D 2008

EMB120 1 PW118 FSI 6H Vital 8 3ch/4w 150 x40 EASA/FAA C 1991

EMB170/190 1 GE CF-34-8E5 FSI 6E Vital 9 3chCC 180 x40 EASA/FAA D 2006

ERJ 145 2 Allison AE3007A1P FSI 6H Vital 8 3chCC 180 x40 EASA/FAA D 1990/00

ERJ 145 2 Allison AE3007A1P FSI 6H Vital 8 3chCC 180 x40 EASA/FAA D 2001/03

Falcon 10 1 Garrett TFE731-2 FSI 3H SP1 2ch/2w 60 x40 EASA/FAA A 1979

Falcon 20 1 GE CF700-2D-2 FSI 6H Vital 8 3ch/4w 150 x40 EASA/FAA C 1999

Falcon 2000 1 Garrett CFE738-1-1B FSI 6H Vital 8 3chCC 180 x40 EASA/FAA D 1998

Falcon 2000EX/900EX EASy 1 PW 308C FSI 6E Vital 9 3chCC 180 x40 EASA/FAA D 2006

Falcon 50 1 Garrett TFE731-3-1C FSI 6H Vital 8 3chCC 180 x40 EASA/FAA C 1992

http://www.axis-simulators.at

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Falcon 900 1 Garrett TFE731-5AR FSI 6H Vital 8 3chCC 180 x40 EASA/FAA C 1999

Fokker 100 1 Tay MK 650-15 FSI 6H Vital 7 3chCC 150 x40 EASA/FAA C 1995

King Air 200 1 PW PT6A-41 FSI 4H SP1 2ch/2w 60 x40 FAA/TC B 1979

FlightSafety International Long Beach Learning Center - USA, CA, Long Beach


Citation II/I 1 PW JT15D-1A FSI 6H Vital 8 3ch/4w 150 x40 FAA C 2002

Citation V 1 PW JT15D-5A FSI 6H Vital 9 3ch/4w 150 x40 FAA C 1990

EMB120 1 PW118 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1990

Gulfstream G550/G450 1 RR 611-8C FSI 6E Vital 9 3chCC 180 x40 FAA D 2008

Gulfstream II 1 RR Spey 511-8 FSI 6H Vital 8+ 3ch/4w 150 x40 FAA C 1985

Gulfstream III 1 RR Spey 511-8 FSI 6H Vital 9 3chCC 180 x40 FAA C 1986

Gulfstream IV 1 RR 611-8 FSI 6H Vital 9 3chCC 180 x40 FAA D 1989

King Air 200 1 PW PT6A FSI 6H Vital 8+ 3chCC 180 x40 FAA D 1998

King Air 300 1 PW PT6A-60A FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1989

FlightSafety International Memphis Learning Center - USA, TN, Memphis



CRJ 2 GE CF-34-3B1 FSI 6H Vital 8 3chCC 180 x40 FAA D 1997/00

FlightSafety International Montreal Learning Center - Canada, Montreal


Challenger 600/601 1 GE CF-34-1A FSI 6H Vital 7 3chCC 150 x40 FAA C 1987

Challenger 601 1 GE CF-34-1A FSI 6E Vital 7 3chCC 160 x40 FAA/TC D 2009

FlightSafety International Orlando Learning Center - USA, FL, Orlando


Beech 1900D 1 PW PT6A-67D FSI 6H Vital 8 3chCC 180 x40 FAA D 1997

Citation Bravo 1 PW 530A FSI 6H Vital 9 3chCC 180 x40 FAA D 2003

Citation CJ2&3 2 Williams FJ-44 FSI 6H Vital 9&X 3chCC 180 x40 FAA D 2002/07

Citation Encore UC-35B 1 PW 535A FSI 6H Vital 9 3chCC 150 x40 FAA D 2002

Citation Excel 1 PW 545A FSI 6H Vital 9 3chCC 180 x40 FAA D 2003

Citation Mustang 1 PW 615F FSI 6E Vital X 3chCC 180 x40 FAA D 2009

Citation Sovereign 2 PW 300 & 306 FSI 6E Vital 9 3chCC 180 x40 FAA D 2006/07


Citation XLS 1 PW 545B FSI 6E Vital 9 3chCC 180 x40 FAA D 2008


FlightSafety International San Antonio Learning Center - USA, TX, San Antonio


Citation Bravo 1 PW 540A FSI 6H Vital 8 3chCC 180 x40 FAA D 1998

Citation CJ1 1 Williams FJ-44 FSI 6H Vital 8 3chCC 180 x40 FAA C 2001

Citation Excel 1 PW545A FSI 6H Vital 9 3chCC 180 x40 FAA D 2002

Citation II 1 PW JT15D FSI 4H SP1 2ch/2w 60 x40 FAA A 1982

Citation III 1 TFE731-3B FSI 6H Vital 8 3ch/4w 150 x40 FAA C 1984

Citation Jet 1 Williams FJ-44-1A FSI 6H Vital 8 3chCC 180 x40 FAA C 2008

Citation SII 1 PW JT15D-4B FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1986

Citation Ultra 1 PW JT15D-5D FSI 6H Vital 8 3chCC 180 x40 FAA C 1997

Metro C-26 1 TPE331-12UAR-701G FSI 6H Vital 7 3ch/4w 150 x40 FAA C 1995

FlightSafety International Savannah Learning Center - USA, GA, Savannah


Gulfstream G450 2 RR Tay 611-8C FSI 6H Vital 9 3chCC 180 x40 FAA D 2005/07

Gulfstream G550 2 RR BR 710-C4-11 FSI 6H Vital 9 3chCC 180 x40 FAA D 2003/06

Gulfstream G550/G450 1 RR Tay 611-8C FSI 6E Vital X 3chCC 180 x40 FAA D 2009

Gulfstream I 1 RR Dart 5298X FSI 4H Vital 8 2ch/2w 60 x40 FAA A 1993

Gulfstream IV 1 RR Tay 611-8 FSI 6H Vital 8 3chCC 180 x40 FAA D 1990



Gulfstream V 2 RR BR710 FSI 6H Vital 9 3chCC 180 x40 FAA D 1997/99

FlightSafety International Seattle Learning Center - USA, WA, Seattle


Beech 1900D 1 PW PT6A-67D FSI 6H Vital 7 3ch/4w 150 x40 FAA D 1996

Dash 8 2 PW 123E FSI 6H Vital 8 3ch/4w 150 x40 FAA C 1992/94

Dash 8 400 2 PW 150A FSI 6H Vital 8&9 3chCC 180 x40 FAA D 2000

Jetstream 31 1 Garrett TPE331-12 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1991

Metro III 1 Garrett TPE331-11U FSI 4H SP1 2ch/2w 60 x40 FAA B 1981



FlightSafety International Salt Lake City Learning Center - USA, UT, Salt Lake City




CRJ 200/700 1 GE CF-34-3B1 FSI 6H Vital 8 3chCC 180 x40 FAA D 2002

FlightSafety International St. Louis Learning Center - USA, MO, St. Louis


CRJ 200 1 CF34-3A1 FSI 6H Vital 9 3chCC 180 x40 FAA D 2007

CRJ 700/900 1 GE CF-34-8C5 FSI 6H Vital 9 3chCC 180 x40 FAA D 2000

Dash 8 400 1 PW 150A FSI 6E Vital 9 3chCC 180 x40 FAA D 2008

EMB 170 3 GE CF-34-8E5 FSI 6E Vital 9 3chCC 180 x40 FAA D 2006/08

ERJ 145 3 Allison AE3007A FSI 6H Vital 8/9/X 3chCC 180 x40 FAA D 2000

Jetstream 31/32 1 TPE331-511/513 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1989

Metro III 1 Garrett TPE331-11U FSI 4H SP1 2ch/2w 60 x40 FAA B 1986

Saab 340 A/B 1 GE CT7-5A2 FSI 6H Vital 7 3chCC 180 x40 FAA D 1994

FlightSafety International St. Louis Sabre Learning Center - USA, MO, St. Louis


Sabre 60 1 PW JT12A-8 Thales S 3H SP1 2ch/2w 60 x40 FAA A 1978

Sabre 65 1 Garrett TFE731-3R-1D FSI 4H Vital 8 2ch/2w 60 x40 FAA A 1982

Sabre 80 1 GE CF-700-2D-2 Thales S 4H SP1 2ch/2w 60 x40 FAA A 1978

FlightSafety International Teterboro Learning Center - USA, NJ, Moonachie


Falcon 2000 1 CFE738-1-1B FSI 6H Vital 9 3chCC 180 x40 FAA D 1996

Falcon 2000EX EASy 1 PW308C FSI 6H Vital 9 3chCC 180 x40 FAA D 2005

Falcon 50EX 1 TFE731-40 FSI 6H Vital 9 3chCC 180 x40 FAA D 1999

Falcon 900EX 1 TFE731-60 FSI 6H Vital X 3chCC 180 x40 FAA D 2008

Falcon 900EX EASy 1 TFE731-60 FSI 6H Vital 9 3chCC 180 x40 FAA D 2003

FlightSafety International Toledo Learning Center - USA, OH, Toledo


Citation Excel 1 PW 545A FSI 6H Vital 8 3chCC 180 x40 FAA D 1999

Citation II/SII 1 PW JT15D-4B FSI 6H Vital 4 3chCC 150 x40 FAA C 1987

Citation III 1 Garrett TFE731-3B100 FSI 6H Vital 8 3ch/4w 150 x40 FAA C 1987

Citation Ultra 1 PW JT15D-5D FSI 6H Vital 8 3ch/4w 150 x40 FAA C 1995

Citation V/II 1 PW JT15D-4B FSI 6H Vital 8+ 3ch/4w 150 x40 FAA C 1993


Hawker 400 XP 1 PW JT15D-5 FSI 6H Vital 9 3chCC 180 x40 FAA D 2007

FlightSafety International Toronto Learning Center - Canada, Toronto


Beech 1900D 1 PW PT6A-67D FSI 6H Vital 8 3chCC 180 x40 FAA/TC D 2000

Dash 7 1 PW PT6A-50 FSI 4H Vital 8 3ch/4w 150 x40 FAA/TC B 1991

Dash 8 1 PW123E FSI 6H Vital 9 3chCC 150 x40 FAA/TC C 2002

Dash 8 100/300 1 PW120 FSI 6H Vital 7 3ch/4w 180 x40 FAA/TC D 1989

Dash 8 400 1 PW150A FSI 6H Vital 8 3chCC 180 x40 FAA/TC D 1998

Dash 8 400 1 PW150A FSI 6H Vital 9 3chCC 180 x40 FAA/TC D 2009

Twin Otter 1 PPW PT6A-27 FSI 4H Vital 8 2ch/2w 60 x40 FAA/TC B 1993

FlightSafety International Tucson Learning Center - USA, AZ, Tucson


Challenger 601 1 GE CF-34-3R FSI 6H Vital 8 3chCC 180 x40 FAA D 2008

Challenger 604 1 GE CF-34-3B FSI 6H Vital 8 3chCC 180 x40 FAA D 2008

Learjet 25D 1 GE CJ610-6 FSI 4H Vital 4 2ch/2w 60 x40 FAA A 1978

Learjet 31A 1 Garrett TFE731-2-3B FSI 6H Vital 9 3ch/4w 150 x40 FAA D 2008

Learjet 35 1 Garrett TFE731-2-2B FSI 4H Vital 8 2ch/2w 60 x40 FAA B 1986

Learjet 35 1 Garrett TFE731-2-2B FSI 6H Vital 8 3ch/4w 150 x40 FAA C 1989

Learjet 45 1 Garrett TFE731-20BR FSI 6H Vital 8 3chCC 180 x40 FAA D 1997

Learjet 55 1 Garrett TFE731-3AR FSI 4H Vital 4 2ch/2w 60 x40 FAA B 1982

Learjet 60 1 PW305 FSI 6H Vital 7 3ch/4w 150 x40 FAA D 1995

Learjet 60 1 PW305 FSI 6H Vital 8+ 3chCC 180 x40 FAA D 1999

FlightSafety International Vero Beach Learning Center - USA, FL, Vero Beach



Saab 2000 1 Allison AE2100 FSI 6H Vital 8 3chCC 180 x40 FAA D 1996

Seminole PA44 3 Lycoming TIO-540 FSI 6H Vital 8 3chCC 150 x40 FAA D 2001

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FlightSafety International West Palm Beach Learning Center - USA, FL, West Palm Beach


Piaggio Avanti 2 PW PT6A-66B FSI 6H Vital 9&X 3chCC 180 x40 FAA D 2006/09

S 70 1 GE T700-GE-701C FSI 6H Vital 9 3chCC 180 x40 FAA D 2002

S 76 1 Allison C30 FSI 6H SP1 4ch/5w 150 x40 FAA B 1981

S 76 A/B 1 PW PT6B-36A FSI 6H Vital 9 3chCC 150 x40 FAA C 1988

S 76 B/C/C+ 1 Turbomeca Arriel 2S2 FSI 6H Vital 9 5chCC 180 x60 FAA D 1999

S 76 C+/C++ 1 Turbomeca Arriel 2S2 FSI 6E Vital 9 3chCC 220 x40 FAA D 2007

S 92 1 GE CT7-8D FSI 6H Vital 9 3chCC 180 x40 FAA D 2004

FlightSafety International Wichita Cessna Learning Center - USA, KS, Wichita


Caravan 1 PW PT6A-114A FSI 4H Vital 4 2ch/2w 60 x40 FAA B 1990

Caravan 1 PW PT6A-114A FSI 6H Vital 9 3ch/4w 150 x40 FAA C 2002

Caravan 1 PW PT6A-114A FSI 6E Vital 9 3chCC 180 x40 FAA D 2008

Citation CJ2+ 1 Williams FJ-44 FSI 6H Vital 9 3chCC 180 x40 FAA D 2001

Citation CJ3 1 PW 306C FSI 6H Vital 9 3chCC 180 x40 FAA D 2004

Citation CJ4 1 Williams FJ-44 FSI 6H Vital X 3chCC 180 x40 FAA D 2009

Citation Encore 1 PW 535A FSI 6H Vital 8 3chCC 180 x40 FAA D 2001

Citation Encore + 1 PW 535A FSI 6E Vital 9 3chCC 180 x40 FAA D 2007

Citation III/VII 1 Garrett TFE731-4R FSI 6H Vital 9 3ch/4w 150 x40 FAA C 1993

Citation Mustang 2 PW 615F FSI 6E Vital 9 3chCC 180 x40 FAA D 2007

Citation Sovereign 1 PW 306C FSI 6H Vital 9 3chCC 180 x40 FAA D 2003


Citation XLS 1 PW 545B FSI 6H Vital 9 3chCC 160 x40 FAA D 2004

Citation XLS+ 2 PW 545C FSI 6E Vital 9 3chCC 180 x40 FAA d 2008

FlightSafety International Wichita Hawker Beechcraft Learning Center - USA, KS, Wichita


Beech 390 Premier 1 Williams FJ-44-2A FSI 6H Vital 8 3chCC 180 x40 FAA D 2000

Beechjet 400A 1 PW JT15D-5 FSI 6H Vital 8 3chCC 150 x40 FAA D 1998

Beechjet 400A 1 PW JT15D-5A FSI 6H Vital 8 3chCC 180 x40 FAA D 2000

Hawker 4000 1 PW 308A FSI 6H Vital 9 3chCC 180 x40 FAA D 2005

Hawker 750 1 Garrett TFE731-5BR FSI 6E Vital 9 3chCC 180 x40 FAA D 2008

Hawker 800XP 1 Garrett TFE731-5BR FSI 6H Vital 8 3chCC 180 x40 FAA D 1999

Hawker 800XP 1 Garrett TFE-731-5BR FSI 6H Vital 9 3chCC 180 x40 FAA D 2002

Hawker 900XP 1 Garrett TFE731-50R FSI 6E Vital 9 3chCC 180 x40 FAA D 2009

King Air 200 GT 1 PT PT6A-42 FSI 6H Vital 9 3chCC 180 x40 FAA D 2004

King Air 350 2 PW PT6A-60A FSI 6H Vital 9 3chCC 180 x40 FAA D 2002/04

King Air C-90B 1 PW PT6A-21 FSI 6H Vital 8 3chCC 180 x40 FAA D 1999

King Air C-90GT 1 PW PT6A-135A FSI 6E Vital X 3chCC 180 x40 FAA D 2008

FlightSafety International Wichita Learjet Learning Center - USA, KS, Wichita


Learjet 24/25 1 GE CJ610-8A FSI 4H Vital 4 2ch/2w 60 x40 FAA A 1978

Learjet 35 1 TFE-731-2-2B FSI 6H Vital 8 3ch/4w 150 x40 FAA C 1986

Learjet 45 1 TFE731-20BR FSI 6H Vital X 3chCC 180 x40 FAA D 2009

Learjet 55 1 TFE731-3AR-2B FSI 6H Vital 9 3ch/4w 150 x40 FAA C 1986

FlightSafety International Wilmington Learning Center - USA, DE, New Castle


Beech 360 Premier 1 Williams FJ-44-2A FSI 6E Vital 9 3chCC 180 x40 FAA D 2007

Challenger 300 1 Honeywell HTF-7000 FSI 6H Vital 9 3chCC 180 x40 FAA D 2006

Challenger 604 1 GE CF-34-3B FSI 6H Vital 8 3chCC 180 x40 FAA D 2001

Falcon 50 1 Garrett TFE731-3-1C FSI 6H Vital 8 3chCC 180 x40 FAA C 1999

Falcon 900 1 Garrett TFE731-5BR FSI 6H Vital 8 3chCC 160 x40 FAA C 1987

Global Express 1 RR BR 700-710-A2 FSI 6H Vital 9 3chCC 180 x40 FAA D 2004

Gulfstream 200 1 PW 306A FSI 6E Vital X 3chCC 180 x40 FAA D 2009

Gulfstream G550 1 RR BR 710-C4-11 FSI 6E Vital 9 3chCC 180 x40 FAA D 2006

Gulfstream IV 1 RR Tay MK 611-8 FSI 6H Vital 8 3chCC 180 x40 FAA D 2000

Gulfstream V 1 RR BR 710-48 FSI 6H Vital 9 3chCC 180 x40 FAA D 2002

Hawker 800XP 2 Garrett TFE731-5BR FSI 6H Vital 8&9 3chCC 180 x40 FAA D 2001/05

Hawker HS125-700 1 Garrett TFE731-3-1H FSI 6H Vital 8+ 3chCC 180 x40 FAA C 1986

Westwind Astra SP 1 Garrett TFE731-3 FSI 6H Vital 4 3ch/4w 150 x40 FAA C 1991

Westwind II 1 Garrett TFE731-1100G FSI 6H Vital 7 3ch/4w 150 x40 FAA C 1994




R S I - V I S U A L S . C O M

Third_Page_RSI.indd 1 8/12/10 10:22 AM

Garuda Indonesia - Indonesia, Jakarta


B737-228 1 PW JT8-51A Thales R 6H SP-X 500HT 3chCC 150 x40 NCAA D 1989

B737-300/400 1 GE CFM56 CAE 6H MaxVue8+ 3chCC 150 x40 NCAA-TC D 1996

B747-200 1 JT9D-7A/7Q Thales R 6H SP-1 3ch/4w 150 x40 NCAA B 1984

F28 1 RR Spey-555 Thales R 6H SP-1 3ch/4w 150 x40 NCAA B 1984

MD11 1 PW 4060/4460 CAE 6H MaxVue8+ 3chCC 150 x40 NCAA-TC D 1996

Gazpromavia - Russia, Moscow


Mi-171 1 BK-2500-03 Transas 6HV Aurora 5chCC+2chin 220 x75 EASA D 2009

Mi-8MTV 1 TV3-117VM Transas 6HV Aurora 5chCC+2chin 220 x75 EASA D 2009

Mi-8T 1 TV2-117A Transas 6HV Aurora 5chCC+2chin 220 x75 EASA D 2009

Global Training Aviation - Spain, Madrid


ATR 72-500 1 PW127 Indra 6H Invis 3chCC 180 x40 EASA D 2009

Guangzhou Civil Aviation College - China, Baiyun Airport


B737-300 2 CFM56 CAE 6H MaxVue+ 3chCC 150 x40 FAA C 1985

Cheyenne III 3 PT6A CAE 6H MaxVue+ 3chCC 150 x40 FAA C 1994

MD82 1 JT8D-15 CAE 6H Vital 4 5ch/6w 200 x40 FAA D 1989

Xian Y7 1 PWC 127J BASC 6H VDS-2000 3ch/4w 150 x40 FAA C 1992

Gulf Aviation Academy - Bahrain, Bahrain Airport


A320 2 CFM56 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2010

EMB 170/190 1 GE CF-34-8E5 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2010

Gulf Air - Bahrain, Bahrain Airport


A320-200 1 CFM56 Thales R 6H Raster XT 3chCC 180 x40 EASA D 1992

A340-300/A330-200 1 CFM56/RR Trent Thales 6H Raster XT 3chCC 180 x40 EASA D 1995

B767-300ER 1 CF6-80C2B4 Thales R 6H SP-X 500HT 3chCC 150 x40 EASA D 1993

Higher Power Aviation - USA, TX, DFW


B737-200 1 JT8D-15 CAE 6H Vital 4 3chCC 150 x40 FAA C 2006

B737-3A4 1 CFM-56 CAE 6H Vital 4 3chCC 150 x40 FAA C 2008

Icare Flight Training Centre - France, Morlaix


ATR 42-300/42500/72-200 1 PW120/PW127E/PW124 FSI 6H Vital 8 3chCC 150 x40 EASA C 1991

CRJ 100/200/700 1 CF34-3A1/3B1/8C1 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001

CRJ 700/1000 1 CF34-8C1/8C5A1 FSI 6E Vital X 3chCC 180 x40 EASA D 2009

http://www.rsi-visuals.com

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IFTC Istanbul - Turkey, Istanbul


A320-200 1 CFM56-5B4 Mechtronix 6E RSI Raster Flite 3chCC 180 x40 NCAA C 2009

A320-200 1 CFM56-5B4/IAE 2527-A5 Mechtronix 6E RSI Raster Flite 3chCC 180 x40 NCAA D 2008

B737-800 1 CFM56-7B Mechtronix 6E RSI Raster Flite 3chCC 180 x40 NCAA D 2008

B737-800 1 CFM56-7B Mechtronix 6E RSI Raster Flite 3chCC 180 x40 NCAA C 2008

IranAir - Iran, Tehran

Tel: +98 (021) 46627894 Email: [email protected]

B727-200 1 JT8D-9 Link 6H NVS 2ch/2w 60 x40 NCAA A 1978

Japan Airlines - Japan, Tokyo


A300-600R 1 PW4158 CAE 6H SP-X 500HT 5chCC 200 x40 JCAB D 1991

B737-400 1 CFM56-3C-1 CAE 6H Vital 7 5chCC 225 x40 JCAB D 1995

B737-800 3 GE CFM56-7B24 CAE 6E Tropos 5chCC 200 x40 JCAB D 2007/08

B747-300 1 JT9D-7R4G2 CAE 6H Vital 7 5chCC 225 x40 JCAB D 1994

B747-400 1 CF6-80C2B1F Thales R 6H SP-X 500HT 3chCC 150 x40 JCAB D 1991

B747-400 3 CF6-80C2B1F Thales R 6H SP-X 550HT 5chCC 200 x40 JCAB D 1992/04

B767-200 1 JT9D-7R4D Thales R 6H SP-X 500HT 3chCC 150 x40 JCAB D 1986

B767-300 1 JT9D-7R4D Thales R 6H SP3350 5chCC 200 x40 JCAB D 1998

B767-300ER 1 CF6-80C2B7F CAE 6H ESIG 3800 5chCC 200 x40 JCAB D 2003

B777-200 1 PW4074 CAE 6H MaxVue 2000 5chCC 210 x40 JCAB D 1998

B777-200 1 PW4077 CAE 6H Tropos 5chCC 210 x40 JCAB D 1998

B777-200ER 1 GE90-94B CAE 6H ESIG 3800 3chCC 200 x40 JCAB D 2003

B777-200ER 1 GE90-94B CAE 6H Tropos 3chCC 200 x40 JCAB D 2006

MD81 1 JT8D-217C CAE 6H SP-X 500HT 5chCC 200 x40 JCAB D 1992

MD90-30 1 V2525-D5 Thales 6H SP-3250 5chCC 200 x40 JCAB D 1996

Jat Airways Training Centre - Serbia, Belgrade


DC9-30 1 JT8D-9 CAE 3H Vital 4 2ch/2w 090 x40 NCAA A 1972

JetBlue Airways - USA, FL, Orlando


A320 4 V2527-A5 CAE 6H Tropos 3chCC 150 x40 FAA D 2005

EMB 170/190 1 CF34-10E CAE 6H Tropos 3chCC 150 x40 FAA D 2005

EMB 190 2 CF34-10E CAE 6H Tropos 3chCC 150 x40 FAA D 2005

Jordan Airline Training & Simulation - Jordan, Amman


A310-300 1 CF6 Thales T 6H SP-X 500HT 3chCC 150 x40 EASA D 1990

A320-200 1 CFM56 Thales T 6H SP-X 500HT 3chCC 150 x40 EASA D 1990

A320-200 1 V2527 Thales 6H EP-1000CT 5chCC 200 x40 EASA D 2007

B727-200 1 JT8D-17 A&M 4H Novoview 6000 2ch/2w 090 x40 JCAB B 1977

Jupiter Aviation - India, Bangalore

Tel: +91 80 2559 4911

A320 1 CFM56 Thales 6H EP-1000CT 3chCC 150 x40 FAA D 2009

B737NG 1 CFM56-7B26 Thales 6H EP-1000CT 3chCC 150 x40 FAA D 2009

Kalitta Air - USA, MI, Ypsilanti


B747-200/300 1 GE CF6-50E2/ CAE 6H SPX-550 HT 3ch/4w 150 x40 FAA C 1985

PWJT9D-7R4G2

Kelowna Flightcraft - Canada, Kelowna, BC


B727 1 JT8D-9/JT8D-17 CAE 6H Vital 4 4ch/4w 150 x40 NCAA-TC A 1995

Kenya Airways - Kenya, Nairobi


B737NG 1 CFM56 CAE 6E Tropos 6000 3chCC 180 x40 EASA D 2010

Kingfisher Airlines - India, Mumbai



ATR 72 1 PW127 Thales 6H EP-1000CT 3chCC 180 x40 FAA D 2010

KLM - Netherlands, Schiphol


A330-200E 1 GE CF6 Thales 6H EP-1000CT 3chCC 180 x40 EASA D 2005

B737-400 1 CFM56 CAE 6H SP-X 500 3chCC 150 x40 EASA D 1990



B737-800 1 CFM56 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 1998

B737-800 1 CFM56 CAE 6E Tropos 6400 3chCC 180 x40 EASA D 2008

B747-400 1 GE CF6 CAE 6H SP-X 500 3chCC 150 x40 EASA D 1991

B747-400 1 GE CF6 CAE 6H SP-X 500 4ch/6w 150 x40 EASA D 1988

B777-200ER 1 GE90-94 Thales 6H EP-1000CT 5chCC 200 x40 EASA D 2003

B777-300ER 1 GE90-115B Thales 6H EP-1000CT 5chCC 200 x40 EASA D 2008

MD11 1 GE CF6/PW 4060 CAE 6H MaxVue 2000 3chCC 150 x40 EASA D 1993

Korean Air - South Korea, Cheju


Cheyenne 400 1 PT6A FSI 6H Vital 7 3ch/4w 150 x40 NCAA C 1992

Citation II 1 JT15D FSI 4H SimView2004 3ch/4w 150 x40 NCAA A 1994

Korean Air - South Korea, Incheon


A300-600R 1 PW4158 Thales 6H EP-1000CT 3ch/4w 150 x40 NCAA D 1988

A330-200 1 PW4168 Thales 6H ESIG 3350GT 3chCC 150 x40 NCAA D 1999

B737-900 1 CFM56-7B24 CAE 6H Tropos 3chCC 150 x40 NCAA D 2003

B747-400 1 PW4056 CAE 6H SP-X 500HT 3chCC 150 x40 NCAA D 1990

B747-400 1 PW4056 CAE 6H ESIG 3350GT 3chCC 150 x40 NCAA D 1998

B777-200 1 PW4090 CAE 6H MaxVue Enh A+ 3chCC 150 x40 NCAA D 1997

Citation CJ1 1 FJ44 CAE 6E Tropos 6000 3chCC 200 x40 NCAA D 2010

Kuwait Airways - Kuwait, Kuwait City


A300/A310-300/600 1 CF6 CAE 6H SP-X 500 3ch/4w 150 x40 NCAA C 1990

B747-200 1 JT9D-7 Link 6H NVS 3ch/4w 150 x40 NCAA C 1980

Let’s Fly - Czech Republic, Ostrave


L410 1 PT6 Letov Simulatory 6H PCIG 2ch/2w 075 x40 EASA A 1987

Libyan Airlines - Libya, Tripoli


B727-200 1 JT8D-9 Thales R 6H SP2 3ch/4w 150 x40 NCAA C 1980

Lion Air - Indonesia, Jakarta


MD82 1 PW JT8D-217A/219 Thales R 6H SP3-T 3chCC 150 x40 NCAA C 1990

Lufthansa Flight Training - Austria, Vienna


A320-200 1 CFM56-5A1 CAE 6H EP-1000 3chCC 150 x40 EASA D 1991

A320-200 1 CFM56-5B4 CAE 6H EP-1000 3chCC 180 x40 EASA D 2007

Dash8-Q400 1 PW150A CAE 6E Tropos 6400 3chCC 180 x40 EASA D 2008

Lufthansa Flight Training - Germany, Berlin


A310-300 2 CF6-80C2 CAE 6H EP-1000 3chCC 150 x40 EASA C 1991

A320-200 2 CFM56-5A3/V2527-A5 CAE 6H EP-1000 3chCC 180 x40 EASA D 2002

A320-200 1 CFM56-5B4 CAE 6H EP-1000 3chCC 180 x40 EASA D 2006

A320-200 1 CFM56-5B4/V2527-B4 CAE 6E Tropos 6400 3chCC 150 x40 EASA D 2008

B737-300 1 CFM56-3C1 CAE 6H EP-1000 3chCC 180 x40 EASA D 2001

B737-800 1 CFM56-7B Thales 6H EP-1000 3chCC 180 x40 EASA D 2005

B737-800 1 CFM56-7B Thales 6H EP-1000 3chCC 150 x40 EASA D 1997

B737-800 1 CFM56-7B26 Mechtronix 6E EP-1000CT 3chCC 180 x40 EASA D 2007

B777-200LR 1 GE90-110B1L CAE 6E Tropos 6400 5chCC 200 x40 EASA D 2009

Lufthansa Flight Training - Germany, Bremen


B737-300 1 CFM56-3B1/B2 CAE 6H SP-X 550 3chCC 150 x40 EASA D 1990

Lufthansa Flight Training - Germany, Frankfurt


A310-300/A300-600R 1 CF6-80C2A2/3/5 CAE 6H EP-1000 3chCC 150 x40 EASA C 1991


A320-200 1 CFM56-5A1/V2527-A5 Thales 6H EP-1000 3chCC 200 x40 EASA D 2004

A320-200 1 CFM56-5B4/V2527-A5 CAE 6E Tropos 6400 3chCC 150 x40 EASA D 2008

A321-100 1 V2530-A5 CAE 6H SP-X 550 3chCC 150 x40 EASA D 1997

A330-300(Enhanced) 1 RR RB211 Trent 772B CAE 6H EP-1000 5chCC 200 x40 EASA D 2004

A340-300 1 CFM56-5C2 CAE 6H SP-X 550 3chCC 150 x40 EASA D 1992

A340-300 1 CFM56-5C4 CAE 6H EP-1000 3chCC 180 x40 EASA D 2000

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Aircraft Type Sims Engines Simulator Motion Image Display Approval Initial Service On Line Manufacturer Axes Generator System Level Date MODSIM World is a unique multi-disciplinary

international conference for the exchange of modeling

and simulation knowledge, research and technology

across industry, government and academia.

Register now atwww.M O D S I M W O R L D C O N F E R E N C E.com

Stay connected.

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This year, the conference focus is 21st Century Decision-Making: The Art of Modeling & Simulation. Speakers, educational tracks, presentations, and product demonstrations will center on using modeling and simulation tools and practices in decision-making in today’s challenging operating environments. Attendees will learn about new applications and practices and have an opportunity to network with other industry professionals.

October 13–15, 2010Hampton Roads Convention Center

A340-600 1 RB211 Trent 556-61 CAE 6H EP-1000 3chCC 180 x40 EASA D 2002

A380-800 1 RB211 Trent 970-84 Thales 6H EP-1000 5chCC 200 x40 EASA D 2010

B737-300 1 CFM56-3B1/B2 CAE 6H EP-1000 3chCC 150 x40 EASA D 1988

B737-300/400/500 1 CFM56-3B1/B2/C1 CAE 6H SP-X 550 3chCC 150 x40 EASA D 1990

B747-200 1 CF6-50E2 Thales 6H SP2 3ch/4w 150 x40 EASA C 1979

B747-400 1 CF6-80C2 CAE 6H EP-1000 3chCC 150 x40 EASA D 1988

B747-400 1 CF6-80C2 CAE 6H SP-X 500 3chCC 150 x40 EASA D 1989

B747-400 1 CF6-80C2 Thales 6H EP-1000 5chCC 200 x40 EASA D 2004

B747-8 1 GE Genx-2B67 CAE 6E EP-1000 3chCC 150 x40 EASA D 2010

B757-200/B767-300ER 1 PW2040/PW4060 Thales 6H SP-X 500 3chCC 150 x40 EASA D 1990

B767-300ER 1 PW4060 Thales 6H EP-1000 3chCC 180 x40 EASA D 2001

MD11/11F 1 CF6-80C2/PW4460/62 CAE 6H EP-1000 5chCC 210 x40 EASA D 2001

Lufthansa Flight Training - Germany, Munich



A330E 1 RB211-Trent 772B CAE 6E EP-1000 3chCC 150 x40 EASA D 2009

A340-600 1 RB211-Trent 556-61 CAE 6E EP-1000 3chCC 150 x40 EASA D 2009

Lufthansa Flight Training - Switzerland, Zurich


MD11 1 CF6-80C2/PW4460 CAE 6H Maxview A+ 5chCC 210 x40 EASA D 1990

Lufthansa Flight Training CST Berlin GmbH - Germany, Berlin


CRJ 100/200 2 CF34-3A CAE 6H Tropos 6200 3chCC 150 x40 EASA D 1992

CRJ 200/900 2 CF34-3A/8C CAE 6H Tropos 6200 3chCC 180 x40 EASA D 1996 u/d 09

CRJ 700/900 2 CF34-8C CAE 6H Tropos 6200 3chCC 180 x40 EASA D 2000 u/d 06

Lufttransport - Norway, Oslo


King Air 200 1 PT6A-42 CAE 6E Tropos 6000 3chCC 180 x40 FAA D 2010

Malaysia Airlines - Malaysia, Kuala Lumpur


B737NG 1 CFM56 CAE 6E EP-1000CT 3chCC 200 x40 NCAA D 2010

Malaysia Airlines - Malaysia, Subang


A330-300 1 PW4168 Thales 6H Image IV 600 3chCC 150 x40 NCAA D 1994

A380 1 RR Trent 900 Thales 6H EP-1000CT 3chCC 180 x40 NCAA D 2008

B737-400 2 CFM56-3C1 Thales S 6H Image IV 600 3chCC 150 x40 NCAA C 1993/94

B747-400 1 PW 4056 RCC Thales 6H EP-1000CT 3chCC 180 x40 NCAA D 2005

B777-200 1 RR Trent FSI 6H Vital 8 3chCC 180 x40 NCAA D 2000

F 50 1 PW125 ASDL 6H Image IV 600 3chCC 150 x40 NCAA C 1990

Malev Airlines - Hungary, Budapest


B737-NG 1 CFM56 Mechtronix 6E RSI Raster Flite 3chCC 180 x40 EASA C 2006

Merpati Airlines - Indonesia, Juanda Airport


CN 235-10 1 CT7/CT9A ASDL 6H Vital 4 3ch/4w 150 x40 NCAA C 1994

F27-500 1 RR Dart Thales R 4H SP1-T 2ch/2w 090 x40 NCAA B 1985

Mexicana Airlines - Mexico, Mexico City


A320 1 IAE V2527-A5/V2500-A1 Thales 6H ESIG 3000 3chCC 150 x40 FAA D 1999

B727-200 1 JT8D-17 Link 3H Vital 4 3ch/4w 150 x40 FAA B 1971

B727-200 1 JT8D-17R CAE 6H Vital 4 5ch/6w 200 x40 FAA C 1981

Miami-Dade College - USA, FL, Miami


B727-235 1 JT8D-7 Link 3H SP1 2ch/2w 60 x40 FAA B 1967

NASA AMES Sim Labs - USA, CA, Silicon Valley

B747-400 1 PW4000 CAE 6H Vital X 3chCC 180 x40 FAA D 1993

Olympic Aviation Flight Academy - Greece, Athens Hellinikon


B737-200 1 JT8D-9A CAE 6H Vital 4 3ch/4w 150 x40 NCAA C 1982

Olympic Aviation Flight Academy - Greece, Crete, Chania

Tel:+30 2310 475823 Email: [email protected]

B737-400 1 CFM56-3C-1 Thales 6H Image 250 3ch/4w 150 x40 NCAA C 1994

MODSIM World is a unique multi-disciplinary

international conference for the exchange of modeling

and simulation knowledge, research and technology

across industry, government and academia.

Register now atwww.M O D S I M W O R L D C O N F E R E N C E.com

Stay connected.

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This year, the conference focus is 21st Century Decision-Making: The Art of Modeling & Simulation. Speakers, educational tracks, presentations, and product demonstrations will center on using modeling and simulation tools and practices in decision-making in today’s challenging operating environments. Attendees will learn about new applications and practices and have an opportunity to network with other industry professionals.

October 13–15, 2010Hampton Roads Convention Center

http://www.modsimworldconference.com

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Olympic Aviation Flight Academy - Greece, Thessaloniki Tel: +30 2310 475823 Email: [email protected]

ATR 42/72 1 P120/P124B FSI 6H Vital 7 3chCC 150 x40 EASA D 1993

Oxford Aviation Academy - China, Hong Kong Tel: +46 8 797 4242 Email: [email protected]

A320 1 CFM/IAE Thales 6H ESIG 3800GT 3chCC 180 x40 EASA D 2001

A320 1 CFM/IAE ThalesR u/d Opinicus 6H EP-1000CT 3chCC 180 x40 CAAC-HK D 1998

A330/A340 1 CFM/GE/RR Thales 6H EISG 3800GT 3chCC 180 x40 CAAC-HK D 2001

B737-700/800 1 CFM56 Thales 6H ESIG 3800GT 3chCC 180 x40 CAAC-HK D 2001

Oxford Aviation Academy - Denmark, Copenhagen Tel: +46 8 797 4242 Email: [email protected]

B737-700 1 CFM56 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 1999

CRJ -200/900 1 GE CF34-3A1/3B1/8C5 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2010

MD80 1 PW JT8D-217C/219 Thales S 6H Image 4 3ch/4w 150 x40 EASA D 1989

Oxford Aviation Academy - Latvia, Riga Tel: +46 8 797 4242 Email: [email protected]

B737-300 1 CFM56 CAE 6H Raster XT 3chCC 180 x40 EASA D 1990

Oxford Aviation Academy - Norway, Oslo Tel: +46 8 797 4242 Email: [email protected]

B737-400/500 1 CFM56 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2002

B737-700/800 1 CFM56 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2000

Dash 8-100/300 1 PW121/123 CAE 6H MaxVue Enh B 3chCC 180 x40 EASA D&C 1996

Oxford Aviation Academy - Sweden, Stockholm Tel: +46 8 797 4242 Email: [email protected]

A320 1 CFM/IAE AAI u/d CAE 6H MaxVue+ 5chCC 200 x40 EASA D 2002

A330/A340 1 RR/GE/PW/CFM CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001

B737-300/500 1 CFM56 Thales R 6H Raster XT 3chCC 180 x40 EASA D 1992

B737-700 1 CFM56 CAE 6H MaxVue Enh B 3chCC 180 x40 EASA D 1997

B767 1 PW4060 CAE 6H Image 4 5chCC 210 x40 EASA D 1989

Bell 212/412 2 PT6/PT6T CAE 6H MaxVue Enh B 5chCC+2chin 210 x60 EASA D 1998

Dash 8-Q400 1 PW150A CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001

F 50 1 PW125B CAE 6H Image 4 3ch/6w 150 x40 EASA C 1990

F28 1 RR Spey-555-15P Thales S 3H SP1-T 4ch/6w 150 x40 EASA C 1978

Jetstream 31/32 1 TPE331-012UAR-701H CAE USA(R) 6H SPX 200HT 3ch/4w 150 x40 EASA B 1990

MD80 1 PW JT8D-217C/219 ThalesS u/d CAE 6H Image 4 3ch/4w 150 x40 EASA D 1989

Saab 2000 1 Allison GMA 2100A FSI 6H Raster XT 3chCC 180 x40 EASA D 1995

Saab 340 1 340/CT7-9B GML/CAE 6H SP1-T 3ch/4w 150 x40 EASA C 1984

Oxford Aviation Academy - UK, LGW Crawley Tel: +46 8 797 4242 Email: [email protected]


A320 2 CFM/IAE Thales 6H Raster XT 3chCC 180 x40 EASA D 1995/98

B737-300 1 CFM56 Thales R 6H SP-X 500 3chCC 150 x40 EASA C 1987

B737-700/800 1 CFM56 Thales 6H ESIG 3800GT 3chCC 180 x40 EASA D 1999

B757/B767 1 GE/RR Thales R 6H ESIG 3800GT 3chCC 180 x40 EASA C 1994

DC10-10/30 1 CF6 Thales R 6H SP-X 200HT 3ch/4w 150 x40 EASA C 1981

EMB 170/190 1 CF34-8E CAE 6H Tropos 3chCC 180 x40 EASA D 2003

Oxford Aviation Academy - UK, LHR Tel: +46 8 797 4242 Email: [email protected]


A330/A340 1 CFM/GE/RR Thales 6H ESIG 3800GT 3chCC 180 x40 EASA D 2002

B737-300 1 CFM56 Thales R 6H SP-X 500 3chCC 150 x40 EASA D 1991

Oxford Aviation Academy - UK, Manchester Tel: +44 (0)161 955 4058 Email: [email protected]

ATP 1 PW126/126A CAE USA(R) 6H SPX 200 3chCC 150 x40 EASA B 1991

B737-300 1 CFM56 Thales 6H SP-X 500 3chCC 150 x40 EASA C 1992

B757/B767 1 GE/RR Thales R 6H ESIG 3800GT 3chCC 150 x40 EASA C 1996

BAE 146-200A/300A 1 ALF 502R-5 CAE USA(R) 6H ESIG 3350GT 3chCC 150 x40 EASA B 1992

Oxford Aviation Academy - UK, Oxford Tel: +44 (0)1862 841 234 Email: [email protected]

B737-400 1 CFM56 Frasca 6E FVS200TX 3ch/4w 150 x40 EASA B 2001 u/d 06

Pakistan International Airlines - Pakistan, Karachi Tel: +92 21 9044590 Email: [email protected]

A310-300 1 CF6-C2A8 Thales R 6H SP1-T 4ch/5w 200 x40 NCAA C 1980



B747-200 1 RB211 Link 6H SP1-T 3ch/4w 150 x40 NCAA C 1980

Pan Am International Flight Academy - USA, FL, Miami Tel: +1 877 394 2118 / +1 303 394 2118 Email: [email protected]

B707-321B 1 JT3D-3 Link 3H SP1 2ch/2w 60 x40 FAA A 1966

B727-200 1 JT8D-15 CAE 6H SP1 3ch/4w 150 x40 FAA C 1981

B737-200 1 JT8D-15 Thales R 6H SP1 3ch/4w 150 x40 FAA C 1980

B737-200 ADV 1 JT8D-15 Thales R 6H SP2 3ch/4w 150 x40 FAA C 1981

B737-300 1 CFM56-3B1 CAE USA 6H Raster NX1 3ch/4w 150 x40 EASA/FAA C 1995

B737-400 1 CFM56-3B1 Thales R 6H Raster Flite 3chCC 180 x40 FAA C 2008

B737-800W 1 CFM56-7B RColl 6E EP 1000CT 3ch/4w 200 x40 EASA/FAA D 2010

B747-200 1 CF6-50E2 Thales S u/d Opinicus 6H RASTER XT 3ch/4w 150 x40 FAA C 1989

B747-200 1 CF6-50E2 Thales-S 6H SP1 3ch/4w 150 x40 FAA C 1980

B747-400 1 CF6-80C2 CAE 6H Tropos 6000 3chCC 150 x40 EASA/FAA C 1990

B747-400 1 CF6-80C2 CAE 6H Tropos 6000 3chCC 150 x40 FAA D 2009

B767-200 1 JT9D-7 CAE 6H SP-X 500 3chCC 150 x40 EASA/FAA C 1991

B767-200 1 JT9D-7/CF6-80A Thales R 6H SP-X 250 3chCC 150 x40 FAA C 1994

DC10-10 1 CF6-6 CAE 6H SP1 3ch/4w 150 x40 FAA C 1982

DC9-30 1 JT8D-9 Link 6H Vital 4 3ch/4w 150 x40 FAA C 1983

MD82 1 JT8D-217 Thales R 6H SP-X 200 3chCC 150 x40 FAA C 1990

Pan Am International Flight Academy - USA, MN, MSP Tel: +1 877 394 2118 / +1 303 394 2118 Email: [email protected]

CRJ 200 1 CF34-3A1 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2001

CRJ 900 1 CF34-8C5 FSI 6E Vital 10 3chCC 180 x40 FAA D 2008

ERJ 175 1 CF34-8 FSI 6E Vital 10 3chCC 180 x40 FAA D 2009

Saab 340 A/B 1 CT7-9 FSI 6H SP-X 500 3chCC 150 x40 EASA/FAA D 1990

Saab 340 B 1 CT7-9 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 1999

Pan Am International Flight Academy - USA, NV, Las Vegas Tel: +1 877 394 2118 / +1 303 394 2118 Email: [email protected]

B737-200 1 JT8D-9 CAE 6H SP1T 5ch/6w 200 x40 FAA C 1985

MD82 1 JT8D-217 Thales S 6H SP-X 250 3ch/4w 150 x40 FAA C 1988

MD87/88 1 JT8D-217C/219 CAE 6H Vital 4 3ch/4w 150 x40 FAA C 1988

Pan Am International Flight Academy - USA, OH, Cincinnati Tel: +1 877 394 2118 / +1 303 394 2118 Email: [email protected]

A300-B4 1 CF6-50C2 Thales T 6H Vital 4 3ch/4w 150 x40 FAA C 1985

B727-200 1 JT8D-15 Link 6H Vital 4 3ch/4w 150 x40 FAA C 1993

DC8-71 1 CFM56-2 Link 3H SP1 2ch/2w 60 x40 FAA B 1984

Pan Am International Flight Academy - USA, TN, Memphis Tel: +1 877 394 2118 / +1 303 394 2118 Email: [email protected]

B727-200 1 JT8D-15 Link 6H SP3-T 5ch/6w 200 x40 FAA D 1993

Caravan 1 PT6A-114 RColl 6H MaxVue+ 3chCC 180 x40 FAA D 1999

DC10-30 1 CF6-50 CAE 6H Vital 4 3ch/4w 150 x40 FAA C 2000

DC10-30 1 CF6-50 LMu/dOpinicus 6H ESIG3350 3ch/4w 150 x40 FAA C 1976

Pan Am International Flight Academy - USA, TBA Tel: +1 877 394 2118 / +1 303 394 2118 Email: [email protected]

B737-800W 1 CFM56-7B Sim-Industries 6E EP 1000CT 3ch/4w 200 x40 FAA D 2010

Philippine Airlines - Philippines, Pasay City Tel: +632 8540280/81 Email: [email protected]

B737-300/400 1 CFM56-3B1 Thales 6H Image 4 500 3chCC 150 x40 NCAA D 1993

Qantas - Australia, Melbourne Tel: +61 2 9691 7900 Email: [email protected]

A330-200 1 GE CF6-80E CAE 6E Tropos 6000 3chCC 210 x40 CASA D 2008

B737-300 1 CFM56-3B-2 CAE 6H SP3-T 3ch/4w 150 x40 CASA D 1986

B737-400 1 CFM56-3C-1 CAE 6H Vital 7 3ch/4w 150 x40 CASA D 1989

B737-800 1 CFM56-7B CAE 6E Tropos 6000 3chCC 180 x40 CASA D 2008

B737-800 1 CFM56-7B Thales 6H EP-1000CT 3chCC 200 x40 CASA D 2002

Qantas - Australia, Sydney Tel: +61 2 9691 7900 Email: [email protected]

A330-200 1 GE CF6-80C Thales 6H EP1000 3chCC 200 x40 CASA D 2008

A380-800 1 RR Trent 972 CAE 6H EP1000 3chCC 200 x40 CASA D 2007

B747-400 1 RR RB211 CAE 6H EP1000 3chCC 200 x40 CASA D 1991

B747-400 2 RR RB211 Thales 6H EP1000 3chCC 200 x40 CASA D 1989

B767-300ER 1 GE CF6 Thales 6H EP1000 3chCC 200 x40 CASA D 2003

B767-300ER 1 GE CF6 Thales 6H Image 4-600 5ch/6w 200 x40 CASA D 1990

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T H e w o r l d ’ s l a r g e s T m o d e l i n g & s i m u l a T i o n e v e n T

n a T i o n a l T r a i n i n g a n d s i m u l a T i o n a s s o c i a T i o n

I/ITSEC

2 9 n o v e m b e r - 2 d e c e m b e r , 2 0 1 0 u o r l a n d o , F l o r i d a

InterservIce/Industry traInIng, sImulatIon & educatIon conference

w w w . I I t s e c . o r g

why I/Itsec?u 18,000 Industry experts

u 550 exhibiting companies

u 160 technical sessions/tutorials

Save the date!

29 November –

2 December

B787 1 GEnX CAE 6E Tropos 6000 3chCC 200 x40 CASA D 2010

Dash 8 Q300/100 1 PW 123E/PW 120A FSI 6E EP1000 3chCC 180 x40 CASA D 2009

Dash 8 Q400 1 PW 150A FSI 6E EP1000 3chCC 180 x40 CASA D 2008

Qatar Airways - Qatar, Doha


A320 1 CFM56/V2500 Thales 6H EP-1000CT 3chCC 180 x40 FAA D 2008

A330/A340 1 CFM56-5C Thales 6H EP-1000CT 3chCC 180 x40 FAA D 2008

B777 1 GE 90 Thales 6H EP-1000CT 3chCC 180 x40 FAA D 2008

Royal Air Maroc - Morocco, Casablanca


B727-200 1 JT8D-9 CAE 6H Vital 3 2ch/2w 60 x40 EASA B 1980

B727NG 1 CFM26/24 FSI 6H EP1000 3chCC 150 x40 EASA D 2005

B737-400/500 1 CFM56 CAE 6H Vital 7 3chCC 150 x40 FAA D 1993

Royal Brunei Airlines - Brunei, Seri Begawan


B757-200ER/B767-300ER 1 RB211-535E4/PW4056 Thales 6H EP1000 CT 3chCC 180 x40 EASA C 1997

Rudradev Aviation - India, Chennai


B737NG 1 CFM56-7B26 Thales 6H EP-1000CT 3chCC 180 x40 FAA D 2008

RWL German Flight Academy - Germany, Monchengladbach


B737-300/400 1 CFM56 CAE 6H Vital 7 3chCC 150 x40 EASA C 1990

B737-800 1 CFM56 Thales 6H ESIG 3350GT 3chCC 180 x40 EASA D 1998

Ryanair - UK, East Midlands Airport


B737-800 1 CFM56-7B27 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2001

B737-800 1 CFM56-7B27 CAE 6H MaxVue+ 5chCC 200 x40 EASA D 2004

B737-800W 1 CFM56-7B26/27 CAE 6H MaxVue+ 5chCC 200 x40 EASA D 2007

Ryanair - UK, Stansted Airport


B737-800W 1 CFM56-7B26 CAE 6E Tropos 6200 3chCC 180 x40 EASA B 2008

S7 Aviation Training Centre - Russia, Moscow


A320-200 1 CFM56-5B4 Thales 6E EP-1000CP 5chCC 200 x40 NCAA D 2009

Sabenavita Training Centre - Lithuania, Vilnius


B737-500 1 CFM56-3C1 Thales R 6H SPX-500 T 3chCC 180 x40 NCAA D 1991

B737-800W YK131 1 CFM 56-7B26 Sim-Industries 6E EP 1000 CT 3chCC 200 x40 EASA D 2010

Saudi Arabian Airlines - Saudi Arabia, Jeddah


A300-600R 1 JT9D Thales S 6H SP3T 3chCC 150 x40 NCAA A 1985

A320-200 2 CFM 56-5B4 CAE 6E EP-1000CT 5chCC 200 x40 NCAA D 2009

B737-200 1 JT8D-17A Thales R 4H Novoview 6000 2ch/2w 80 x40 NCAA A 1977

B747-100 1 RR RB211 Thales S 6H SP1 3ch/4w 090 x40 NCAA A 1983

B747-300 1 RB211 524-D4-4DX Thales 6H ESIG 3800GT 3chCC 150 x40 NCAA C 1983

B747-400 1 GE CF6-80C2 B5F Thales 6H ESIG 3800 5chCC 200 x40 NCAA D 2005

B777-200 1 GE 90 Thales 6H ESIG 3800GT 5chCC 200 x40 NCAA D 2000

EMB 170 1 CF34-8E CAE 6H EP-1000CT 3chCC 150 x40 NCAA D 2006

MD90-30 2 V2500 Thales 6H ESIG 3800GT 5chCC 200 x40 NCAA D 2000/01

Senasa - Spain, Madrid


A340-300 1 CFM56-5C4 Thales 6H ESIG 3350GT 3chCC 150 x40 EASA D 1999

B757-200 1 RR RB211-535E4 FSI 6H Vital 7 3ch/4w 150 x40 EASA D 1993

Citation III/VII 1 TFE-731 FSI 6H Vital 4 3ch/4w 150 x40 EASA C 1993

Shanghai Airlines - China, Shanghai


B737-800 2 CFM56-7B26 Thales 6H EP-1000CT 3chCC 180 x40 CAAC D 2006

Shanghai Eastern Flight Training Centre - China, Shanghai


A300-600R 1 CF6-80/PW4185 Thales 6H Tropos R300 3chCC 180 x40 CAAC D 1998

A320 2 CFM56-5B4/IAE 2527-A5 CAE 6H Tropos R200 3chCC 180 x40 CAAC D 2003

A320 1 CFM56-5B4/IAE 2527-A5 CAE 6H Tropos R300 5chCC 200 x40 CAAC D 2006

T H e w o r l d ’ s l a r g e s T m o d e l i n g & s i m u l a T i o n e v e n T

n a T i o n a l T r a i n i n g a n d s i m u l a T i o n a s s o c i a T i o n

I/ITSEC

2 9 n o v e m b e r - 2 d e c e m b e r , 2 0 1 0 u o r l a n d o , F l o r i d a

InterservIce/Industry traInIng, sImulatIon & educatIon conference

w w w . I I t s e c . o r g

why I/Itsec?u 18,000 Industry experts

u 550 exhibiting companies

u 160 technical sessions/tutorials

Save the date!

29 November –

2 December

http://www.iitsec.org



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A320 1 CFM56-5B4/IAE2527-A5 CAE 6H TroposR6400 5chCC200x40 CAACD 2007

A320Family 1 CFM/IAE CAE 6E Tropos6000 5chCC225x40 CAACD 2010

A330 1 CFM/IAE CAE 6E Tropos6000 5chCC225x40 CAACD 2010

A330-200/A340-600 1 RRTrent556&773B/PW4168A CAE 6H TroposR300 5chCC200x40 CAACD 2006

B737 1 CFM56-7B24/7B26/7B27 CAE 6H TroposR200 3chCC180x40 CAACD 2004

Shenzhen Airlines - China, Shenzhen Email: [email protected]

A320 2 CFM56-5B4/IAE2527-A5 Thales 6H EP-1000CT 3chCC180x40 CAACD 2008

B737NG 4 CFM56 Thales 6H EP-1000CT 3chCC180x40 CAACD 2006/08

Sichuan Airlines - China, Chengdu Tel: +86 28 88 888 888

A320 2 CFM56-5B4/IAE2527-A5 Thales 6H EP-1000CT 3chCC180x40 CAACD 2008

Sim AeroTraining - South Africa, Kempton Park Tel: +33 299 827 237 Email: [email protected]

Beech1900D 1 PWPT6A-67D FSI 6H Vital9 3chCC180x40 NCAAD 2004

Dash8100/300 1 PW123E FSI 6H Vital9 3chCC180x40 NCAAD 2004

SimCom Training Centre - UK, Grimsby Tel: +1 407 275 1050 / 800 272 0211 Email: [email protected]

Jetstream41 1 TPE331-146 CAEUSA 6H SP-X200 3chCC180x40 EASAB 1995

SimCom Training Centre - USA, AZ, Phoenix Tel: +1 407 275 1050 / 800 272 0211 Email: [email protected]

CitationII 1 PWJT15D-4 SimCom/PAIFA 6E Rasterflite 3ch/4w150x40 FAAC 2001

KingAir90 1 PWPT6A-21 FSI 6H RasterXT 3chCC180x40 FAAC 1991

SimCom Training Centre - USA, FL, Orlando Tel: +1 407 275 1050 / 800 272 0211 Email: [email protected]

Beech400A 1 PWJT15D-5 SimCom 6H Rasterflite 3ch/4w150x40 FAAC 2007

CitationII 1 PWJT15D-4 CAE/RColl 6H VitalIV 3ch/4w150x40 FAAC 2000

CitationUltra 1 PWJT15D-5D SimCom 6E Rasterflite 3chCC180x40 FAAC 2008

CitationJet525 1 WilliamsFJ44-1A SimCom 6H RasterNX1 3ch/4w150x40 FAAC 2007

Do328Jet 1 PW306B CAE 6H MaxVue+ 3chCC180x40 FAAD 2001

EA500 2 PW610F Opinicus 6E EP-1000CT 3chCC180x40 FAAD 2008

Falcon20 1 GECF700-2D-2/TFE731-5BR-2C Link 6H CATiX-100 3chCC180x40 FAAC 1985

HS125-800 1 GarrettTFE731-5BR-1H SimCom/ASE/PAIFA 6H RasterNX1 3ch/4w150x40 FAAC 2002

Jetstream41 1 TPE331-146GR/HR CAEUSA 6H SP-X500HT 3chCC180x40 FAAC 1995

Learjet35 1 GarrettTFE731-2 ASE/PAIFA 6H RasterNX1 3ch/4w150x40 FAAC 1999

WestwindI/II 1 TFE731-3-1G Link 6H CATiX-100 3chCC180x40 FAAC 1984

Simtec Simulation - Germany, Braunschweig Tel: +49 531 215 390 Email: [email protected]

Do228-200 1 GarrettTPE331 Simtec 6H RasterNX2 2ch/2w60x40 EASAA 1992

Singapore Airlines/CAE - Singapore Tel: +65 6546 8320 Email: [email protected]

A320 1 CFM56 CAE 6E Tropos6000 3chCC180x40 FAAD 2008

Singapore Airlines - Singapore Tel: +65 65403614 Email: [email protected]

A330-200 1 Trent772 CAE 6H Tropos6000 3chCC150x40 NCAAC 1998u/d08

A340-600 1 Trent556 CAE 6H Tropos6000 3chCC150x40 NCAAD 1996/08

A380 1 RRTrent970 Thales 6H EP-1000CT 3chCC180x40 EASAD 2007

B747 1 PW4056 Thales 6H SP-X550 3chCC150x40 NCAAC 1993

B747 1 PW4056/CF-80C2 CAE 6H MDVital7 3chCC150x40 NCAAC 1992

B777 1 RR892 Thales 6H EP1000CT 3chCC150x40 NCAAD 2003

B777 1 Trent892 CAE 6H MaxVue+ 3chCC150x40 NCAAD 2001

B777200ER 1 Trent892 CAE 6H Tropos6000 3chCC150x40 NCAAC 1997/09

B777300ER 1 GE90-115BL CAE 6H Tropos6000 3chCC150x40 NCAAC 1997/08

Skymark Airlines - Japan, Tokyo Tel: +81 3 50-3116-7370

B737NG 1 CFM56 CAE 6E Tropos6000 3chCC180x40 JCABD 2010

Sofia Flight Training - Bulgaria, Sofia Tel: +359 2 945 90 56 Email: [email protected]

A320 1 CFM56-5B4/IAEV2527-A5 CAE 6E Tropos6000 3chCC180x40 EASAD 2010

MD82/83 1 JT8D-217/219 Link 6H Image2T 5ch/6w200x40 EASAC 1988

South African Airways - South Africa, Johannesburg Tel: +27 11 978 3308/9 Email: [email protected]

A320-200 1 IAEV2500/CFM56 CAE 6H Tropos 3chCC150x40 NCAASA/UKD 2004



A340-600 1 RR Trent 556 CAE 6H Tropos 3chCC 180 x40 NCAA SA/UK D 2002

B737-200 1 JT8D-17A Thales 6H SP2 3ch/4w 150 x40 NCAA C 1982

B737-700/800 1 CFM56-7 FSI 6H ChromaView 3chCC 150 x40 NCAA SA/UK C 2000

Southwest Airlines - USA TX, Dallas Tel: +1 214 792 1404 Email: [email protected]

B737-300 1 CFM56-3 CAE USA 6H ESIG 3350GT 3chCC 150 x40 FAA C 1994

B737-300 2 CFM56-3 Thales R 6H ESIG 3350GT 3chCC 150 x40 FAA C 1996/97

B737-700 1 CFM56-7 CAE 6H RCEP 1000 3chCC 180 x40 FAA D 2009

B737-700 1 CFM56-7 CAE 6H ESIG 3350GT 3chCC 150 x40 FAA D 2009

B737-700 3 CFM56-7 CAE 6H ESIG 3350GT 3chCC 150 x40 FAA D 2009

Sukhoi - Russia, Moscow Email: [email protected]

Superjet 3 SaM146 Thales 6H EP-1000CT 3chCC 180 x40 EASA D 2008

SwissAviation Training - Germany, Munich Tel: +41 79 820 1162 Email: [email protected]

EMB 190 1 GE CF34 10E CAE 6H Tropos 6000 3chCC 180 x40 EASA D 2009

SwissAviation Training - Switzerland, Zurich Tel: +41 79 820 11 62 Email: [email protected]

A321-100 2 CFM56 Thales 6H MaxVue+ 3chCC 180 x40 EASA D 1994

A330/A340 2 PW/GE/RR/CFM CAE 6H MaxVue B 3chCC 180 x40 EASA D 1998/00

EMB 170 1 GE CF34 8E CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2003

ERJ 145 1 RR AE 3007 A1 CAE 6H MaxVue+ 3chCC 180 x40 EASA D 2005

MD11 1 PW/GE CAE 6H MaxVue B 5chCC 210 x40 EASA D 1990

MD83 1 PW JT8D-219 CAE 6H Hitachi HiVis IV 5chCC 210 x40 EASA C 1991

Taca Airlines - El Salvador, Las Flores Email: [email protected]

A320-200 1 IAE V2527-A5 Mechtronix 6E RasterXT 3chCC 180 x40 EASA/AAC D 2010

TAP Portugal - Portugal, Lisbon Tel: +351 21 841 5886 Email: [email protected]

A320 1 CFM56/V2500 Thales 6H ESIG 3350GT 3chCC 150 x40 NCAA D 1998

Thai Airways - Thailand, Bangkok Tel: +66 2 545 3624 Email: [email protected]

A300-600R 1 PW4158 Thales 6H ESIG 3350GT 3chCC 180 x40 NCAA D 1987

A330-300 1 PW4168 Thales 6H ESIG 3350GT 3chCC 180 x40 NCAA D 1998

A340-600 1 RR Trent 556-61 Thales 6H EP-1000CT 3chCC 200 x40 NCAA D 2006

B737-400 1 GE CFM56-3C Thales 6H SP-X 550HT 3chCC 150 x40 NCAA D 1992

B747-400 1 GE CF6-80C-B1F Thales 6H SP-X 550HT 3chCC 150 x40 NCAA D 1992

B777-200/300 1 RR Trent 875/892 Thales 6H ESIG 3350GT 3chCC 180 x40 NCAA D 1998

Transport Canada - Canada, Ottawa Tel: +1 613 998 3527 Email: [email protected]

Citation II (550) 1 JT15D CAE 6H Tropos 3ch/3w 180 x40 NCAA-TC D 1993

King-Air C90A 1 PT6-21 Opinicus 6H Redifun 3ch/3w 180 x40 NCAA-TC C 2010

Turkish Airlines - Turkey, Istanbul Tel: +90 212 426 45 49 / +90 212 426 61 67 Email: [email protected]

A320 1 CFM56-5B4/IAE V2527-A5 Thales 6H EP-1000CT 3chCC 200 x40 EASA D 2007

B737-400 1 CFM56-3C-1 Thales 6H Image 4 600PT 3chCC 150 x40 EASA D 1995

B737-800 1 CFM56-7B CAE 6H ESIG 3350GT 3chCC 180 x40 EASA D 2000

RJ-100 1 LF507-1F CAE USA 6H ESIG 3350GT 3chCC 180 x40 EASA D 1997

United Airlines - USA, CO, Denver Tel: +1 303 780 3600 Email: [email protected]

A320-232 1 V2527-A5 Thales T 6H SP-X 550 3chCC 150 x40 FAA D 1994

A320-232 1 V2527-A5 Thales T 6H ESIG 3350 3chCC 150 x40 FAA D 1997

A320-232 2 V2527-A5/CFM56 Thales T 6H ESIG 3350 3chCC 150 x40 FAA D 1998/99

A320-232 1 V2527 Thales 6H ESIG 3350 3chCC 180 x40 FAA D 2002

B737-222 1 JT8D-7B Conductron 6H CGI 2ch/2w 60 x40 FAA A 1968

B737-291 1 JT8D-17 CAE 6H SP-X 550 3chCC 150 x40 FAA D 1987

B737-322 2 GE CFM56-3B1 CAE 6H SP-X 550 3chCC 150 x40 FAA C 1989/90

B737-322 2 GE CFM56-3B2 CAE 6H SP-X 550 3chCC 150 x40 FAA D 1987/88

B747-238 1 JT9D-7J Thales R 6H SP-X 250 3chCC 150 x40 FAA C 1992

B747-422 2 PW 4056 CAE 6H SP-X 500 3chCC 150 x40 FAA D 1989/93

B747-422 2 PW4056/CF6-80/RB211-524 CAE 6H ESIG 3350 3chCC 150 x40 FAA D 1998

B757-222 2 PW2037 CAE 6H SP-X 500 3chCC 150 x40 FAA D 1991/92

B757-222 1 PW2037/RB211-535E4 CAE 6H ESIG 3350 3chCC 150 x40 FAA D 1997


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B767-222 1 JT9D-7R-4D CAE 6H SP-1T 2ch/2w 60 x40 FAA A 1982

B767-300ER 1 PW4060 CAE 6H SP1 2ch/2w 60 x40 FAA A 1981

B767-322ER 1 PW4060 CAE 6H SP1 2ch/2w 60 x40 FAA A 1981

B777 A/IGW 2 PW4077/PW4090/GE90-76B/ Thales T 6H ESIG 3350 3chCC 150 x40 FAA D 1994/97

GE90-90B/RR Trent 889

B777-200 IGW 1 PW4077/PW4090/GE90-76B/ Thales T 6H ESIG 3350 3chCC 150 x40 FAA D 1997

GE90-90B/RR Trent 889

University of Alaska - USA, AK, Anchorage Tel: +1 907 786 7200 Email: [email protected]

Caravan 208B 1 PT6 Frasca 6E Saturn 3ch/4w 150 x40 FAA B 2002

UPS (United Parcel Service) - USA, AK, Anchorage Tel: +1 502 359 1010 Email: [email protected]

B747-400F 1 CF6-80C2 CAE 6H EP1000GT 3chCC 180 x40 FAA D 2007

MD11F 1 PW4460 CAE 6H EP1000GT 3chCC 180 x40 FAA D 2008

UPS (United Parcel Service) - USA, KY, Louisville Tel: +1 502 359 1010 Email: [email protected]

A300-600F 1 PWa4158 Thales 6H ESIG 3800GT 3chCC 180 x40 FAA D 2000

B757-200 1 PW2040 Thales R 6H ESIG 3800GT 3chCC 150 x40 FAA D 1990

B757-200 1 RR RB211 Thales R 6H ESIG 3800GT 3chCC 150 x40 FAA D 1995

B767-300ER 1 CF6-80C2 Thales 6H EP1000GT 3chCC 180 x40 FAA D 2009

MD11F 1 PW4460 CAE 6H ESIG 3800GT 3chCC 150 x40 FAA D 2002

US Airways - West Flight Training Center - USA, AZ, Phoenix Tel: +1 704 359 2770 Email: [email protected]

A320 2 V2500 Thales 6H ESIG 3800GT 3chCC 150 x40 FAA D 2002

B757-200 1 RR RB211 CAE 6H SPX-200 3ch/4w 150 x40 FAA C 1990

US Airways - USA, AZ, Phoenix Tel: +1 704 359 2770 Email: [email protected]

A320-214/232 1 CFM56/IAEV2527 CAE 6H Tropos 6000 4chCC 210 x40 FAA D 2008

US Airways - USA, NC, Charlotte Tel: +1 704 359 2770 Email: [email protected]

A320-200 2 CFM56 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 1999

A320-214/232 1 CFM56/IAEV2527 CAE 6E Tropos 6000 4chCC 210 x40 FAA D 2008

A330-243 1 RR Trent 772B-60 CAE 6E Tropos 6000 4chCC 210 x40 FAA D 1999 u/d 09

B737-300 2 CFM56 CAE 6H Image IIT 3ch/4w 150 x40 FAA C 1988

B757-200 1 RB211 CAE 6H Vital 4 3ch/4w 150 x40 FAA C 1992

CRJ 200 1 CF34 CAE 6H MaxVue+ 3chCC 180 x40 FAA D 2004

Dash 8-100 1 PW120 CAE 6H Image IIT 3ch/4w 150 x40 FAA C 1992

ERJ 190 1 CF34 CAE 6H Tropos R200 4ch/5w 150 x40 FAA C 2004

USA Jet Airlines - USA, MI, Belleville Tel: +1 800 577 5484 Email: [email protected]

DC9-30 1 JT8D-7 Thales R 3H SP1 2ch/2w 60 x40 FAA A 1969

WestJet Airlines - Canada, Calgary Tel: +1 403 444 6244 Email: [email protected]

B737-700NG 1 CFM56 CAE 6H Tropos 3chCC 200 x40 NCAA-TC D 2006

B737-700NG 2 CFM56 CAE 6H Tropos 3chCC 180 x40 FAA D 2001/03

Zentrum fur Flugsimulation Berlin - Germany, Berlin Tel: +49 30 315 9040 Email: [email protected]

A330/A340 1 CFM56/C46 CAE 6H SP-X 550 3chCC 150 x40 EASA D 1993

Zhuhai Xiang Yi Aviation Technology Co. Ltd. - China, Zhuhai Tel: +86 756 3213580 Email: [email protected]

A320 2 CFM56-5B4/IAE 2527-A5 CAE 6H Tropos 3chCC 180 x40 CAAC D 2005/07

A320 1 CFM56-5B4/IAE 500-A1 CAE 6H MaxVue+ 3chCC 180 x40 CAAC D 1999

A320 1 IAE V2527-A5 CAE 6H Tropos 3chCC 180 x40 CAAC D 2004

A320 1 CFM56-5B4/IAE 2527-A5 CAE 6E Tropos 6000 3chCC 180 x40 CAAC D 2009

A320 1 IAE 2527-A5 CAE 6E Tropos 6000 3chCC 180 x40 CAAC D 2009

A330 1 RR Trent 772B/PW4168A CAE 6H Tropos 5chCC 200 x40 CAAC D 2007

B737-300 1 CFM56-3B2 CAE 6H Image 4 3chCC 150 x40 CAAC C 1991

B737-300 1 CFM56-3B2 CAE 6H MaxVue 2000 3chCC 150 x40 CAAC C 1994

B737-800 2 CFM56-7B24/26/27 CAE 6H Tropos 5chCC 200 x40 CAAC D 2006/07

B737-800 1 CFM56-7B26 CAE 6H MaxVue+ 3chCC 180 x40 CAAC D 2002

B757-200 1 RB211-535E4 CAE 6H MaxVue+ 3chCC 150 x40 CAAC C 1991

B777-200 1 GE90-76B&90B/PW4070 CAE 6H MaxVue A+ 3chCC 150 x40 CAAC C 1995

EMB 145 1 AE3007A1 CAE 6H Tropos 3chCC 150 x40 CAAC D 2005

The World’s BIGGesT NeTWorKING oPPorTUNITY For AvIATIoN TrAINING ProFessIoNAls

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CAT Magazine - Issue 4/2010

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Transcript of CAT Magazine - Issue 4/2010