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Simulator Architecture for Training Needs of

Modern Aircraft

Philippe PereyTechnology Director & A350 Program Director

European Airline Training Symposium(EATS)

Istanbul – November 10, 2010

CAE Inc. Confidential and/or Proprietary Information CAE Inc. Confidential and/or Proprietary Information 2

Agenda

The technology revolution

The transformation of modern aircraft

Evolving needs of aircrew training

How should the simulator architecture change?

How should the synthetic environment change?

How should aircraft FDM(*) be used to improve training?

Conclusion

(*) FDM: Flight Data Monitoring


Technology Revolution – 30 Years of Progress

Then

The technology revolution has changed our lives.How must we adapt to better train our pilots?

Now


Airline Cockpit Evolution - Then

►DC-10, Circa 1971

Autonomous instruments

Direct flight controls

“Notepad” was paper!


Airline Cockpit Evolution – 30 Years Later

►Airbus A350, Circa 2013

Fully integrated systems

Fly-by-wire Electronic Flight Bag for operations


Airline Cockpit Evolution – 30 Years Later

New systems allow aircrew to better see environment► *ADS-B-in allowing awareness of all traffic within aircraft proximity► Ground traffic with Onboard Airport Navigation System (OANS)► Air Traffic with Airborne Traffic Situational Awareness (ATSAW)

Class II Electronic Flight Bag for flight operations► Increasingly tailored to airline flight ops and airline procedures► Applications able to evolve rapidly – no airworthiness restrictions► Installed during flight, but removable units

Software-centric approach► Regular aircraft updates every year or two, EFB more frequently

*ADS-B : Automatic Dependence Surveillance – Broadcast

CAE Inc. Confidential and/or Proprietary Information CAE Inc. Confidential and/or Proprietary Information

ADS-B – Implementation Roadmap

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OANS - Enhanced Safety at Airport

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CDTI: Cockpit Display of Traffic Information


Factors Driving Training Media Evolution

Embedded computer applications evolve frequently

► Need for training device concurrency with aircraft evolution

Aircrew tasks shifting to managing flight operations

► Environment simulation must increase to portray operational views

► Prescribed training now overly focused on failures (e.g. engine out)

► New training methodologies need to focus on human factors Situational Awareness, Decision Making, Communications

Extensive information on events through black box data

► Training media & curriculum need to benefit to improve proficiency


Incident Causes

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Fatal Accident Causes by Category (percent)Cause 1950s 1960s 1970s 1980s 1990s 2000s All

Pilot Error (no-category) 40 32 24 25 27 26 29Pilot Error (weather related) 11 18 14 17 21 17 16Pilot Error (mechanical related) 7 5 4 2 4 3 5Total Pilot Error 58 57 42 44 53 46 50Other Human Error 0 8 9 6 8 8 6Weather 16 10 13 15 9 9 12Mechanical Failure 21 20 23 21 21 28 22Sabotage 5 5 11 13 10 9 9Other Cause 0 2 2 1 0 1 1

From PlaneCrashInfo.com accident database. Includes 1,300 fatal accidents involving commercial aircraft, world-wide, from 1950 thru 2009 for which a specific cause is known.

Over 2/3 of all accidents relate to human factors


Evolution of Training Media

The training media (i.e. simulator) needs to evolve

By embracing new simulator software architectures

By enhancing the synthetic environment simulation

By integrating FDM data into the training curriculum

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How should the Simulator Architecture Change?

Enable rapid inclusion of changes

► Exploit graphical-based simulation models to expedite concurrency with ever-evolving aircraft updates

► Support for customer-owned EFB in simulator

Automate conversion of aircraft ICD into the simulator

► Quick identification of “broken links” in simulator diagnostic tools

Easily embrace OEM/vendor software modules

► Larger portion of simulation now provided by OEM/vendor

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Graphical Simulation Design & Analysis

Fast simulation changes are enabled with graphical editorsimilar to aircraft system schematics


Simulation Model Connectivity Editor

Interface configuration management and automated validation reduces integration time and issues post-update


How Should the Synthetic Environment Change?

Include an always-current extensive airport suite

► For perfect alignment with OANS avionics databases

► To address FAA Part-60 regulatory requirement & ICAO 9625 ed. 3

► To lower on-site database modeling effort

Have a convincing air & ground-traffic environment

► To properly reflect airspace activity on the ATSAW display

► To deliver correlated ATC chatter on comms channels

► To support convincing runway incursion training

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A synthetic environment that evolves over time to always reflect current traffic and airport environments


Web-based Up-To-Date Airport Models

Support for TroposTM Series and MaxvueTM Plus

Every customer able to see full product offering with status color-coding:

[X] Latest Version Installed[X] Product Offering[X] New Version Recently Available[X] New Version In-Work

Maintained to latest Jeppesendata

Hundreds of training-qualified airports are available for download


Traffic Environment Simulation

Fulfill ATSAW related training (ADS-B in)► In trail procedures► Spacing with target Aircraft on approach► Traffic Awareness on surface

Support runway incursions and emergency events

Compliant with upcoming regulatory requirements ► Simulated RT chatter and ATC communications,

in accordance with IATA document “Simulated Air and Ground Traffic Environment for Flight Training” level II

High-fidelity traffic simulation can fulfill upcoming regulatory changes and extended training needs


How Should FDM(*) Be Used to Improve Training?

Use FDM to adapt training to evidence-based methods

► New training philosophy of IATA ITQI (**) and U.S. House Bill 5900

► Closed-loop adaptive training to aircrew group or individual needs

Simulator should support aircraft FDM replay & fly out

► Fulfills evidence-based training using actual event recordings

► Ultimate “what-if” real world situation in trainee’s hands

Training center should cumulate simulator FDM data

► Provide trainee feedback on exceedance during debriefing

► Basis to correlate simulator-to-line-operations behavior transfer

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(*) FDM: Flight Data Monitoring (**) ITQI: IATA Training and Qualification Initiative18


Proposed use of FDM Data in Simulator

Aircraft Flight DataFDR/QAR/DAR

Safety Center

EVENTS &

INCIDENTS

FDMSTATISTICS(AIRCRAFT)

Upload ACCIDENTS + FDM IncidentsReports, Analysis & Animations

Download flight data

FFS ‘Flight Data’

FDM statistics (simulator)

FFS

Reports

NEW aircraft Database

Real-time instructor event

detection feedback

(automatic crew report, study Web Library, access Simulator FDM database)

Simulator Brief-Debrief (BDS)

Requires airline participation and exposes FDM data

Uses FDM rules provided by airline

Compare Aircraft and FFS Statistics

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New training methodologies with novel use of FDM data and rules would fulfill evidence-based training philosophy

Full Flight Simulator (FFS)

Fly FFS with Flight Data

Instructor Operating

Station (IOS)

Web Library


Conclusion

Modern aircraft cockpits have fully integrated systems …

Simulator-based aircrew training must adapt to paradigm

Architectures must support concurrency with ever-evolving fleet

Up-to-date airport suite & more immersive synthetic environment needed to portray operational view in A/C

Simulator training curriculum must leverage FDM

Simulator-based training must evolve for the needs of modern aircraft…

…and many of these capabilities are available today!

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Thank you

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