Maintenance training. Those two words are likely to start a heated debate anywhere they are mentioned in the aviation maintenance industry. While the debate over required training for maintenance personnel rages on, training companies are pushing forward with advancements in training technology, human factors instruction, and composites skills.
FlightSafety's Matrix system
"I think what makes FlightSafety unique is the fact that the training we provide is based on OEM-provided data," said Doug Bowen, director, worldwide maintenance training at FlightSafety International. "We don't build a course on what we think should be included. We build a course on what the manufacturer says needs to be done; all manufacturers that we work with are intimately involved [in developing courses]. They want the best dispatch reliability for their aircraft. We purchase a data package from the OEM and undergo auditing from the OEM." This integral relationship with the OEM combined with a more than $20-million investment in maintenance training-specific equipment is what sets FlightSafety's maintenance training apart, according to the company. FlightSafety offers four maintenance-only centers dedicated to technician training. FlightSafety International is a wholly owned subsidiary of Berkshire Hathaway, with 43 learning centers in the U. S., Canada, France, and the U.K.
"FlightSafety also offers the Master Technician program, which is a comprehensive five-step process in a building block approach that leads to a highly qualified, efficient, and self-motivated maintenance staff," said Bowen. "Our Master Technician program now has over 300 people who have achieved Master Technician level. We have several technicians who have achieved Master Technician on more than one aircraft model, and one who holds four awards," he added. The five levels are: Maintenance Initial, Maintenance Update, Engine Run and Taxi, Advanced Troubleshooting, and Operational Maintenance Procedures. "We expect to announce the release of the Master Technician `Phase II' program soon. This will allow the current Master Technicians to proceed toward obtaining the Avionics Master Technician endorsement. Details of this Master Technician Phase II program will be announced at NBAA," said Bowen.
FlightSafety's Matrix system uses simulator technology and dual flat-screen monitors at each station. One screen is for the system and the other screen is of the entire cockpit. "Each learner station can operate what we call the Desk Top Simulator, or DTS," said Jeff Houk, manager training and communications. "The DTS also operates on the same software that runs the full flight simulator. This allows the maintenance tech to gain hands-on experience on how to operate the systems, run functional tests on them, and troubleshoot them starting on the first day of class." As the input is made to the DTS, the other screen shows the result of the input. "It's a completely interactive layout and as close to hands-on as you can get," said Bowen. "Technicians are very visual. Seeing it really helps them learn." FlightSafety has the Matrix training system running now for Falcons and Gulfstreams and the company planned to add the Bombardier CRJ by the first of November.
Another useful tool is the Graphical FlightDeck Simulator, or GFS. It is designed as a task trainer that allows technicians to perform all tasks that they would normally have to perform in the full flight simulator and operates on the same software. "The feedback on the GFS has been excellent," Bowen said. "The only thing missing is the motion. It reduces stress and makes the actual sim time better learning time."
Bowen also noted that FlightSafety's Aviation Resource Management course is an example of the company's commitment to enhancing safety. The course combines crew resource management, maintenance resource management, and includes administrative personnel. Human factors skills are developed by delving into risks shared by the entire flight department, teamwork issues, and communications. "The course brings a higher level of awareness to everyone involved in making a successful flight department," said Bowen.
SimuFlite's Simfinity
CAE SimuFlite provides maintenance training on more than 25 types of business aircraft with more than 125 different courses. "We are always expanding," said Mark Malkosky, senior manager of technical training. "Most recently we have been chosen by Dassault as the entitlement provider for the 7X," he said. The entitlement provider has a contract with the aircraft manufacturer to provide the training that comes with the purchase of a new business jet.
SimuFlite has 20 facilities within its global network, an advantage the company said that puts it closer to customers in other parts of the world. CAE is readying a new Northeast U.S. business aviation training center in Morris County, New Jersey. That facility will focus on training for the 7X and is scheduled to open in the second or third quarter of 2006.
Malkosky attributes SimuFlite's success in part to its flexibility. "We can easily adapt our syllabus to a client's needs," said Malkosky. For example, the company often tailors classes for individual flight departments based on their requests. "If a Gulfstream flight department is interested in an intensive course in the environmental system, the electrical system, or the APU, we can do that," said Malkosky.
SimuFlite can also accommodate requests for training at the customer's base of operations. "I think we will see more off-site training for maintenance in the future," said Malkosky. "If a flight department has six technicians in a hangar, it makes sense to bring the training to the client."
Another important development is SimuFlite's adoption of technology. "We have a long-standing commitment to technology development and a group [within the company] that leverages those developments," said Malkosky.
One of the most recent developments is called Simfinity, which is a suite of training tools that includes the full-motion simulator, the virtual maintenance simulator, and interactive schematics. The training takes the data load from the flight simulator and matches it with the schematic. So, for example, when the fuel pump switch is turned on, the technicians in the class will see the result of that action on a fuel system schematic displayed at the front of the classroom. "It's a tool, another way of helping technicians learn. It really helps to see it happening right in front of them on the schematic," said Malkosky.
Abaris and thick composites
"There are more aircraft with larger composite components and more all-composite aircraft," said Mike Hoke, president of Abaris Training. Abaris has been teaching advanced composite subjects to customers throughout the world since 1983. The company specializes in how to make composites, how to repair them, and how to use them to fit specific applications. The courses are hands-on, as well as theoretical, supplying students with troubleshooting techniques and workshops where students fabricate and repair actual parts. Some of the courses are for degreed engineers, and these delve into matrix algebra and calculus and their practical applications in this highly technical arena.
Current Abaris customers include commercial airlines, regional airlines, general aviation technicians, all branches of the military, government regulatory agencies, NASA, manufacturing facilities, automotive corporations, civil engineering, and marine operations. There are 15 courses in various disciplines of advanced composite instruction.
"Repair training is expanding." said Hoke. "We just opened a third training location in Wales collocated with Lufthansa. The first two classes were the last week of September and the first week of October. We hope to expand further and are looking at possibilities for a location in the Pacific Rim. We will be setting this up in the latter half of 2006. With the advent of the [Boeing] 787 we are seeing quite a bit of new business."
Abaris is designing new courses to address heavily loaded thick-structure composites like those found on the 787. Those are handled quite differently than thin-skin or thin-skin-with-honeycomb composites, according to Hoke. "Some of these structures are massive. It's much different than thin-bonded," he said. "With thick-structure composites we are using bolted repairs or doubler repairs." Abaris is even training Boeing employees. "Boeing is a large company," he said, "they can't train everybody."
Global Jet Services
Global Jet Services, located in West Simsbury, Connecticut, is a relative newcomer to the maintenance training playing field, having opened in 1992. The company specializes in on-site aviation maintenance training courses and tries to focus on the required practical knowledge and troubleshooting skills using an interactive teaching technique, according to the company. "Since the company focus is on maintenance training, mechanics receive first-class service," said J. D. McHenry, president, Global Jet Services.
One advantage of on-site training is that the technicians stay at home base and learn on the actual aircraft on which they will be working. "Another advantage," according to McHenry, "is the price savings." He added that Global Jet's courses are priced lower than its competitors, plus there are no travel expenses.
The company has nine instructors and continues to grow, having just added a new instructor. "Every one of our instructors is capable of teaching the entire aircraft," said McHenry. "Other training companies often have different instructors teach different systems."
Global Jet Services's courses are designed to accommodate different learning styles, to be hands-on, and visual. "We don't teach unnecessary information," he said. "We don't believe in lecturing all day long. We maximize the use of interactive scenarios."
Global Jet also offers courses in human factors, hazardous materials, and a special course on management skills called the Aviation Interpersonal Maintenance Management course. It covers areas such as skills and knowledge in managing people and projects, finance, legal issues, and image. "There's no other course like it," said McHenry. "It's college-level management techniques and knowledge interpreted for mechanics. People are inspired to change."
Competing with larger corporations that cater more to pilots doesn't seem to intimidate Global Jet Services. "Maintenance training is our core business," said McHenry. "We listen to the needs and wants of maintenance technicians. We are totally focused on the maintenance industry."
Resources
Abaris Training
Phone: 775-827-6568
www.abaris.com
CAE SimuFlite
Phone: 972-456-8000
Web: www.caesimuflite.com
FlightSafety International
Phone: 800-227-5656
Web: www.flightsafety.com
Global Jet Services
Phone: 860-651-6090
www.globaljetservices.com
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