“Aircraft insurance is a fairly pragmatic business,” stressed Jim Harris, executive vice president of AIG Aviation, Atlanta. “We put very high liability limits on our clients–$100 to $300 million and even higher on some Fortune 500 companies. Considering we’re insuring $20 million aircraft flying near the speed of sound with millionaire executives on board, training is paramount in our book.”
CAE civil training and services group president Jeff Roberts arrived in Geneva Monday as his company announced a major expansion of its business aviation training center in Morristown, New Jersey. But for Roberts, EBACE is all about Europe, where he continues to sound a confident tone about business aviation despite some signs of economic hardship ahead.
Considering the cost of hiring, training, salary and benefits, it is important to hire the best pilot candidate. Airlines have had sophisticated, formal hiring processes for many years, but until now the process for business aviation has been largely intuitive.
Next month, the first very light jet (VLJ) full-flight simulator to enter service outside the U.S. will be approved for training Cessna Citation Mustang pilots. The simulator, installed at FlightSafety International’s Farnborough facilities in the UK, will begin training in August and is already booked through the end of this year.
Global Express simulator training will be launched late next year by FlightSafety International. FlightSafety Simulation in Tulsa, Okla., is currently manufacturing an FAA level-D simulator that will be delivered to an as yet to be decided FlightSafety training facility “most convenient” for Global Express customers.
Eurocopter held the grand opening for its new simulator training center, Helisim, in Marignane, France, in late February. By next year the facility will house two FAA/ JAA level-D simulators with four interchangeable cockpits.
When the Aviation and Transportation Security Act was adopted last November, the flight-training industry was told that an online system would be in place by January to expedite submissions of the required notifications to the attorney general when a foreign national applies for training in aircraft with a mtow of 12,500 lb or more (or simulators for such aircraft).
“It doesn’t matter how small the operation, training is a key component to safety and success,” Sarah MacLeod, executive director of the Alexandria, Va.-based Aeronautical Repair Station Association (ARSA) told AIN. “Training for FAR Part 145 repair facilities has been an issue for the 17 years I’ve been in aviation, and even a lot longer before then. Shops that don’t recognize this deserve to go under.”
When Nick Leontidis, CAE’s executive vice president of civil training and equipment, tossed down the gauntlet, saying, “We’re going after FlightSafety…we believe we have a better product to offer…” (AIN, July, page 64), his competitor wasn’t about to let that claim go unchallenged.
Technical and operational requirements for simulators and flight-training devices (FTDs) will be updated and consolidated into one new rule–FAR Part 60–if an FAA proposal is adopted. Part 60 would also require simulator and FTD providers to have an FAA-approved quality-assurance program, currently a voluntary item. Comments are due December 24.