Training Systems, Procedures and New Developments at L3Harris Airline Academy, New Zealand byGuy Brooking CFI
26 September 2019, 18:00 - 20:00
National Scout Centre, 1 Kaiwharawhara Road, Wellington, New Zealand
Guy Brooking CFI
Guy will tell us about the Academy, and in particular their training systems and how these integrate into airline requirements. He will also speak about new developments at L3HARRIS, including the development and introduction of Upset Prevention and Recovery Training (UPRT).
Guy is CFI of the L3HARRIS Airline Academy. He began his flying career in the late 80's as a flying instructor, before heading to East Africa where he spent 14 years as a missionary pilot with Mission Aviation Fellowship (MAF), supporting relief and development through aviation all around the region. In 2008, Guy moved to Hamilton in New Zealand to join the then CTC Aviation as a senior instructor. He is a flight examiner for EASA, the UK CAA, CAA Singapore, and Hong Kong CAD. He is also a NZ CAA A Cat Instructor, GA Flight Examiner and is authorised as an Instructional Techniques Course presenter.
L3Harris Airline Academy
is a global provider of airline pilot training, from ab-initio cadet training schemes, through to type rating training , command upgrade training, type rating instructor and type rating examiner training. Major customers include Easyjet, British Airways, Virgin Atlantic, Qatar, Oman Airlines, Cathay Dragon and Hong Kong Airlines, to name a few. In New Zealand the Academy was originally established under CTC Aviation, until being taken over by L3 in 2015.
The New Zealand Academy is now a part of several academies around the world, supplying airlines with highly skilled and trained pilots.Guy Brooking has been invited to tell us about the activity at the academy, and in particular their training systems and how these integrate into airline requirements. He will also be speaking about new developments at L3Harris, including the development and introduction of Upset Prevention and Recovery Training (UPRT).
Guy began his flying career in the UK in the late 80’s as a flying instructor, before heading to East Africa where he spent 14 years as a missionary pilot with Mission Aviation Fellowship (MAF), supporting relief and development through aviation all around the region. In 2008 he moved to Hamilton in New Zealand to join the then CTC Aviation as a senior instructor. He is a flight examiner for EASA, the UKCAA, CAA Singapore and Hong Kong CAD. He is also a NZ CAA A-Cat instructor, GA flight examiner and is authorised as an Instructional Techniques Course presenter.
At the L3 Academy Guy’s day to day roles include managing the Singapore and Hong Kong programmes, as well initial flight tests for CPLs, IRs and instructor ratings. He also has a leading role in the development training standards and new courses, and has led the development of On-Aeroplane UPRT in accordance with ICAO Doc10011, and as mandated by EASA, CAA Singapore and Hong Kong CAD.
Report by David Saunders
In his overview, Gary stated it was a great time to be in the pilot training business, where 100% of those who graduated were guaranteed a job and 635,000 commercial pilots will be needed by the industry in the next 20yrs. L3Harris has a student throughput where 45% are sponsored by the airline industry and the rest are retail clients.From a historical perspective, CTC had a good reputation producing high quality pilots that has not changed today, which was what attracted L3 Harris with the acquisition. They currently have 16 major airline customers, with the biggest market in Europe (70%) and Asia Pacific a growing business. The last 20hrs of each training course is an instrument rating completed in Europe under EASA regulations.
Many the company’s training instructors come from around NZ and usually go on to be employed by Air NZ. The company operates in UK, NZ, Portugal and USA. The latter under FAA rules and is where Chinese airlines are trained.The whole training spectrum comprises pilot selection, ab-initio, Airline qualifications course (multi-crew), type rating (airlines), recurrent / refresher training, Command training, and Training captain.
At the Hamilton, NZ Academy, the following 2018 stats were impressive:
•577 cadets from 25+ nations
•38,500 hours flown
•$120 million dollars into Waikato economy
•Purpose-built facility with 40 aircraft
•Purpose-built student accommodation –200 rooms (need more!)
Upset Prevention and Recovery Training (UPRT). This is the #1 safety concern in the industry. It used to be controlled flight into terrain. However, loss of control in flight is now twice as likely to occur and is ten times more likely to result in a fatality. Some ‘landmark’ accidents were noted as Air France 447 that ended up in the Atlantic and the 2001 Airbus incident in New York (wake vortex off a B747 that resulted in the fin falling off due to over use of the rudder (reversing forces)). It was discovered that the US Upset Training employed techniques that werenot recommended by the manufacturer and simulators that were operating outside of the training envelope –invalidated ‘real flying’ experience and resulted in a negative transfer of training.
L3Harris saw an opportunity where UPRT could be targeted at theairlines (Specifically A320 –based).
- Harmonised Training from academic –simulator –on-aircraft –joined-up approach.
- Stall Awareness (ident & recovery, experience of stall awareness, alpha vs attitude across a range of airspeeds), This includes straight wing vs swept wing differences in relation to coefficient of lift, where the stall is difficult to feel in swept wing.
- Prevention Better Than Cure
UPRT has 4 causes –Environment, System anomalies, Pilot induced –or a combination.The goal is ‘successful flight monitoring’, where ‘startle’ is recognised as a problem. How do you react? Pause and analyse –takes time, so training helps pilots avoid the startle effect. The aim is to get them ‘engaged’ so there is less chance of startle. Also, to build resilience through flight experience and post startle, how to bounce back fast.
Some of the other key training areas are with aircraft type differences related to size vs inertia vs control input esponse lag. Energy management (again inertia) and lots of on-aircraft training to put theory into practice. All the concepts dovetail into the UK airline training academy and EASA.
This was a very well delivered presentation from a consummate professional from within our community and highly recommended to other Branches of the RAeS.
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