AAA Air Lines
Advanced Aircrew Academy
Customized Basic Indoc and Recurrent Pilot and Flight Department eLearning Training for Business Aviation
New Training Program: IA Renewals
Expanded training options for Maintenance Technicians
We’re expanding our training options for maintenance technicians. An Inspection Authorization (IA) allows Airframe and Powerplant (A&P) maintenance technicians to perform and approve annual inspections and sign off major repairs and alterations on aircraft. To be eligible for renewal of an inspection authorization for a two-year period, an applicant must present evidence during the month of March of each odd-numbered year that the applicant still meets the requirements of § 65.91(c) (1) through (4).
Advanced Aircrew Academy now has several modules approved in accordance with FAA Order 8900.1 Volume 3, Chapter 56 that can be used towards the minimum eight (8) unit Credit Hour IA Renewal requirements. Each module has an FAA Course Acceptance Number and, upon completion, provides a certificate that can be used in the renewal application.
Here are your module choices:
? Aviation Safety Action Programs
? FAR Part 43 Review
? Errors and Procedural Non-Compliance (Human Factors)
? Fatigue Management
? Hazardous Materials (Part 135 Will or Will Not Carry)
? Human Factors
? Internal Evaluation Program
? Occupational Safety and Health
? Safety Management Systems
? Threat and Error Management
Click here for details and credit hours for each module.
UPDATE: Safety Management System Mandate
SMS Mandate announced in April
It was no surprise that the SMS Mandate was announced in April. We’ve been ready for years. While many flight operations might have a general SMS program, the intent of the new rule is to increase every company’s safety culture, which means setting a standard across the industry. Each SMS must include systematic procedures, practices, and policies for safety risk management, and we can help.
Advanced Aircrew Academy’s SMS eLearning module is designed as an introduction and overview of the SMS concept and how an SMS can enhance safety in a flight operation. The module is organized around the four core elements of the SMS?Policy, Risk Management, Assurance, and Promotion, and can be customized for your specific operation. Our robust reporting system also tracks and verifies training, which is now a requirement.
This training is appropriate for all flight operations personnel, not just aircrews. Versions of the SMS module for Safety Managers, Pilots, Flight/Cabin Attendants, Schedulers/Dispatchers, Line Service, and Admin are available. Our SMS module can be used for one hour of credit towards IA Renewal. FAA Course Acceptance Number: C-INDIM-160330-K-006-002. If you’re applying for a new Part 135 certificate, you instantly have an additional hurdle, but we can help.
Contact us at [email protected] .
FAA Removes Check Pilot Medical Requirements
Ruling increases the number of experienced pilots able to qualify as Part 135 check pilot
The FAA has finalized the substantive relief proposed five years ago that removes a requirement for check pilots, check flight engineers, and flight instructors for Part 135 and 121 operations to hold an FAA medical certificate when performing in-flight duties. This ruling will increase the number of experienced pilots able to qualify as a Part 135 check pilot, not serving as a required flight crewmember.
Advanced Aircrew Academy’s Part 135 Check Pilot Qualification module is designed to meet the ground training requirements of FAR 135.339 (c) and an operator’s Check Airman ground training special curriculum segment. It includes training on FAR Part 135 checks, 8900.1 guidance, and the ATP Practical Test Standards. We can customize the module to your specific Check Airman Manual and the certificate holder’s policies and procedures.
Our Fundamentals of Instruction (FOI) module is designed to meet the ground training requirements of FAR 135.340 (c) and an operator’s Flight Instructor ground training special curriculum segment. The training is adapted from the FAA Aviation Instructors Handbook for business aviation ground and flight training activities. We can also customize the module to your specific policy and procedure for flight and ground instruction.
What the “H” is This: RNAV H Approaches Explained
By: Advanced Aircrew Academy
One of the joys of being a business aviation pilot is the ability to access nearly 40,000 airports worldwide, compared to airline pilots who only fly into major airports in large cities and often the same airports, repeatedly. In the same breath, one of the challenges to business aviation is for the same reason; routinely flying into new airport environments.
“Cleared for the visual” may equate with a higher rate of unstable approaches because humans weren’t designed to fly through the air at high speeds; so when we rely solely on visual cues, even if we’ve been flying for years, we can easily misinterpret our environment and our aircraft’s position. For example, the Learjet pilots flying into Teterboro who tried to maneuver VFR to line up with Runway 1 misinterpreted their profile, banked too steeply, and stalled without enough altitude to recover. They thought they could easily manipulate their VFR situation to get realigned, but it was a deadly misjudgement.
Use All the Tools
Pilots have always been encouraged to back up visual approaches with their instruments, and there are many published Visual Approaches out there, but Honeywell has taken it one step further and created FMS Guided Visual approaches (FGVs) to continue strides toward a safer industry. It’s lateral and vertical guidance, just like an instrument approach, but without the minimums.
Most airports with an instrument approach procedure will align the aircraft with the runway end, but not all runways have an IFR approach, especially those boxed in by terrain or airspace restrictions. Visual approaches expedite traffic and enable everyone to use the runway with the favored winds, but often during a high workload, busy environment when ATC has you high and hot or simply maneuvering to align to the runway. Continuing VFR becomes a safety risk or potential airspace violation if you’re not in proper profile for your aircraft.
Where and Why
The business aviation community feedback influenced each RNAV H approach location choice and design. Some of the examples include a visual approach to Chicago Executive Prospect Heights Airport in Wheeling, Illinois. It was chosen because KPWK is in Class D airspace, 8 NM from Chicago O’Hare International Airport, and the Class B airspace for KORD sits above KPWK. There is also a wedge-shaped cutout with various altitudes over KPWK.
The new guided visual can also help pilots avoid clipping the Class B airspace during the circle-to-land and avert the ATC cringe question, “I’ve got a number to call, ready to copy?” So far, Honeywell has developed FGV approaches for 10 runways at nine airports, and four more runways at three new airports are in development.
The following are completed and in use:
? KTEB RNAV H Rwy 01
? KTRM RNAV H Rwy 35
? KPWK RNAV H Rwy 34
? KVNY RNAV H Rwy 34L
? KSDL RNAV H Rwy 21
? KPDK RNAV H Rwy 03R
? KHND RNAV H Rwy 17R
? KHND RNAV H Rwy 35L
? MMSL RNAV H Rwy 11
? KSFO RNAV H 28R (Quiet Bridge Visual)
Advanced Aircrew Academy’s ProTips
Advanced Aircrew Academy’s Subject Matter Expert on Performance Based Navigation is also a business aviation captain whose company is incorporating these approaches into their Navigation Database validation program / Required Navigation Performance Procedures with Authorization. Here are some of his pro tips:
“RNAV H is the hot new item right now! The rule of thumb usage:
? The crew needs to announce to ATC “Field in Sight” and get cleared for a visual approach.
? Pilots should not ask ATC for clearance to fly the FGV approaches.
? You must stay in Visual Meteorological Conditions (VMC).
? Something to discuss during the approach briefing is that the crew must clarify intentions with ATC if they decide to go around. The plates have go around instructions, but ATC doesn’t know that you’re flying the RNAV H.
? ATC has no idea the crew will be syncing their autopilot to a turning radius to fix.
? The 3.0-degree guidance from the RNAV H will set the aircraft up for a stable approach window. From the vantage point of the controller, they’re probably thinking, ‘That flight crew sure flies a nice visual.’
? Since it’s not an Instrument Approach Procedure, it won’t be listed in C052; however, operators need to add it to their C384 authorization so that they get these procedures in their Navigation Database.
? The RNAV H guidance is modeled the same way as the RNP-AR IAPs (no secondary clearance area per TERPS).”
Training
Since it’s not an instrument approach, you don’t have to train on RNAV H visual approaches, but you can and should. Honeywell has made these visual approaches available as a subscription service that adds them to FMS databases in qualifying aircraft. These include the Bombardier Global Express; Citation Sovereign and X; Falcon 900EX EASy, 900C/EX, 2000 EASy, 7X, and 8X; Embraer 170/190; Gulfstream GV, G450/G550, G500/G600, and G650; Hawker 4000; and Pilatus PC-24 and PC-12 NG/NGX. Honeywell is working with CAE and FlightSafety to add the FGV approach database to the simulators for these aircraft.
For all other information on aircraft required navigation capability from sensor equipment-based to performance-based, Advanced Aircrew Academy’s Performance Based Navigation module is intended for Airline Transport Pilot (ATP) rated pilots flying transport category jet or equivalent high-performance turboprop aircraft with advanced avionics capable of navigating using Global Positioning System (GPS) and multiple sensors, Flight Management System (FMS)- based Area Navigation procedures.
The module provides background information and references along with a review of RNAV and RNP instrument flight procedures, including departure, enroute, arrival, and approaches. The module was developed per the International Civil Aviation Organization (ICAO) Document 9613, Performance Based Navigation (PBN) Manual. It includes training on the following navigation standards: RNP-1, RNAV-1, P-RNAV, RNP-2, RNAV-2, RNAV-10, RNP-4, RNP-5, B-RNAV, RNP-10, and RNP 0.3. We can customize the module to your specific authorizations.
If you operate Part 135: The PBN module is customized based on Ops Specs authorizations in the following, as applicable:
? B034 Class I Terminal and En-route Navigation
? B035 Class I Navigation in Class A Airspace
? B036 Oceanic and Remote Continental Navigation Using Multiple Long-Range Navigation Systems (M-LRNS) ? C052 Instrument Approaches
? C063 Departure Procedure (DPs) and Standard Terminal Arrival Routes (STARs)
? C073 Instrument Flight Rules (IFR) Approach Procedures Using VNAV
? C085 Substituting GPS/Wide Area Augmentation System (WAAS) FMS for selected Non-Precision Approaches
? C384 Required Navigation Performance (RNP) Approaches
GOM-based operator-specific RNAV procedures are included in the customized module.
The module meets the FAA RNAV pilot training requirements published in Advisory Circular (AC) 90- 100A, U.S. Terminal and Enroute Area Navigation (RNAV) Operations. We can customize the module to meet any specialty curriculum requirements in your FAA-approved Training Program.
If you operate Part 91: This module meets the FAA RNAV pilot training requirements published in AC 90-100A, U.S. Terminal and Enroute Area Navigation (RNAV) Operations, addressing the need for the specialized training required to operate in airspace systems that are moving increasingly toward satellite-based instrument procedures. LOA C063 satisfies the requirement for operators to obtain State Approval for RNP. Operators have used this eLearning module to satisfy the training requirement for the issuance of LOA C063. The module complies with the IS-BAO training requirement for PBN.
Adding a layer of profile information for common yet challenging visuals like the Teterboro ILS 6 circle to Runway 1 at TORBY adds another level of safety for even the most experienced crews. Just because you’re on a visual approach doesn’t mean you can’t use automation or a combination. You can use this as your chance to hand fly while using guidance. Come on, do some of that pilot stuff.
Contact [email protected] for more information.
Upside Down…On Purpose!
Advanced Aircrew Academy’s Gray Taylor didn’t lose his lunch
“The Upset Prevention and Recovery Training with APS took place over three days, each day involving ground sessions in a classroom, a short briefing prior to each flight session, and a short postflight briefing.
Before arriving at the APS office, I was instructed to thoroughly memorize their recovery strategy. This proved beneficial for the training process once my instructor and I were in the air. There were a total of four sessions in the trainer aircraft across the three day program, with a brief simulator session on the last day. The ground classes covered the aerodynamics of upsets as well as human factors and risk mitigation techniques for safe recovery every time.
Each flight session consisted of a series of common real-world stalls and quickly recognizing the upsets with an efficient recovery procedure. The instructor would demonstrate each upset and subsequent recovery, followed by passing control over to me to take the aircraft into a stall and recite the strategy steps out loud. I transitioned well to the sensitive maneuverability of an aerobatic tail-dragger despite having only flown more rigid and docile airplanes. These exercises went by quickly, but each training session concluded with some time to learn a few aerobatics, which was the highlight of each day.
The final day of training was the shortest, beginning with an early morning final flight session and ending with some time in their flight simulator. The simulations implemented realistic scenarios of how easily an upset can occur due to pilot distraction and how to recognize the upset immediately and recover safely using the strategy I had memorized. Training in the simulator was a nice break from the air to apply what I learned in a controlled environment.
The overall experience was exhilarating, and I gained plenty of knowledge and perspective in those three short days! My first day being fitted with a parachute and strapped into the front seat was intimidating, but that feeling quickly passed as soon as we were airborne.
领英推荐
I was not expecting the excitement of flying inverted for the first time and I look forward to more opportunities to turn my aviation skills upside down. My instructors were both friendly and trustworthy, able to call out what I did correctly and where I need to straighten up. I hope to return for an annual recurrent training so I can relive that experience.
Best of all, I never once got airsick!”
Unmanned Aircraft Systems (UAS) – Special Show Pricing
Show pricing ends August 31, 2024
Unmanned Aircraft Systems (UAS), or drones, have become an important tool across many industries. Advanced Aircrew Academy has heard from many of our business aviation customers and new UAS operators that they are looking to start an unmanned aviation program for their company.
If you operate a Small Unmanned Aircraft System (SUAS) for non-recreational purposes, you are responsible for ensuring it is safe to operate according to 14 CFR 107.15 (a) and (b). The FAA holds Remote Pilots-in-Command (RPIC) responsible for compliance with the rules of the air, just as drivers are responsible for following traffic rules. If an “accident” occurs, the first thing the FAA will look at is your training and adherence to the rules.
During the XPONENTIAL Show in San Diego, we offered a show special pricing, which we’ll hold until August 31, 2024. We will bundle eight (8) UAS modules for $325, but you must sign up before the deadline.
Click here for more UAS information or email [email protected] .
New Modules!
CPDLC – U.S. Domestic Only, Transport Canada, and Rotor Wing
CPDLC – U.S. Domestic Only U.S. domestic enroute CPDLC is available to all appropriately equipped aircraft as of November 2023 [Ref: Federal Aviation Administration (FAA) Advisory Circular AC 90-117]. Training is not mandatory, but operational information is necessary on how to effectively use CPDLC in CONUS airspace. There is new guidance associated with updated and/or new operational authorization.
Advanced Aircrew Academy’s CPDLC – U.S. Domestic Only module is for aircraft that are FANS 1/A approved, equipped with VDL Mode 2 with Multi Frequency and “Push to Load” (PTL) capability. Aircraft must also meet avionics requirements per the FAA Enroute CPDLC Participation List, file the corresponding equipment codes, and only log on to the system if they intend to participate. Voice remains the primary means of communication.
Authorization for domestic data link communication use is no longer required for operation under any 14 CFR part; however, A056 authorization is still required for international and oceanic data link operations while U.S. Domestic CONUS data link operations will no longer be reviewed on A056 applications.
All operators are responsible for knowing individual avionics capabilities and FAA domestic airspace datalink communications requirements. Operators may conduct U.S. Domestic data link communications where aircraft are properly equipped, the data link service is available, and airspace requirements are met.
The CPDLC – U.S. Domestic Only module is NOT for operators seeking A056 LOA or Ops Spec authorization for Data Link Communications (outside the US). This is a training module for operators wanting to use CPDLC only in the lower 48 United States.
That’s all complicated, but it's simple to get the training! Just send us an at [email protected] for more information
Canadian – Transport Canada Module Topics
Advanced Aircrew Academy has 30 Canadian eLearning modules!
As the world moves to more standardized rules and regulations, differences in training are reduced, but we’re a long way from one set of operating standards. In the meantime, our list of topics for Transport Canada includes the following:
? ADS-B
? Continuous Descent Final Approach
? CFIT
? CPDLC | PBCS
? CRM
? Danger Goods – Will Carry and Will Not Carry
? Drug & Alcohol Misuse Prevention Program
? Electronic Flight Bag (EFB)
? Fatigue Management
? Fueling Safety
? High Altitude Operations
? Instrument Procedures
? International Procedures – ICAO Differences, North America | West Atlantic, North Atlantic | Europe
? Minimum Equipment List Use
? Occupational Health and Safety – Food Safety, Hangar, Powered Vehicles, Ramp
? Performance Based Navigation
? RVSM
? Safe Towing Practices
? Survival
? TCAS
? Wake Turbulence
? Weather
? Weather Radar
? Winter Operations/Surface Contamination
Rotor Wing
Our selection of Rotor Wing eLearning modules continues to grow. Here are some of our Part 91 and/or 135 Rotor Wing topics:
? Air Ambulance
? CFIT
? CRM
? Emergency Procedures
? FAR AIM Review
? Hazmat (Will Carry or Will Not Carry)
? Human Factors
? Instrument Procedures
? Marshalling (coming soon)
? Mid Air Collision Avoidance
? Mountain Flying
? Performance Based Navigation
? Regulatory
? Runway Incursion
? Weather
Send us an email for information on discount bundled pricing
Marshaling for Rotor Wing
Fixed-wing aircraft marshallers assist pilots in safely entering, operating in, and exiting aircraft parking areas. Even though the Pilot-In-Command is ultimately responsible for the safety of the aircraft, pilots are reliant on marshallers to prevent contacting obstacles or people.
Advanced Aircrew Academy’s Marshalling module reviews ramp hazards like excessive use of engine thrust, aircraft lights, ramp markings, personal protective equipment, movement signals, and technical signals that line service techs and pilots use to communicate.
Marshaling for Rotor Wing addresses specific marshaling procedures for rotor wing operations, including ramp hazards, safety, movement, and technical signals. We can even include customized training information for our FAST+ customers.
Performance Vector Safety Initiative
Discount Pricing Available through USAIG
Advanced Aircrew Academy’s Training Support Package is offered through USAIG’s Performance Vector Safety Initiative. If you select this option, USAIG will contribute up to $2,500 toward an annual training subscription/renewal cost.
If you’re new to Advanced Aircrew Academy, we will begin by doing a FREE in-depth analysis of your training program to map out the modules we have that, after customization, will meet your training program requirements. We will also adjust your online training to meet both your required content and time requirements, if applicable.
You also have an opportunity to add custom content or subtract modules to tailor a set of online modules that works best for you.
Email [email protected] or contact Paul Ratte, USAIG Director of Aviation Safety Programs at [email protected] for more information.
Recent Blog Articles
Check out our latest blog posts at Follow the Agonic Line
Advanced Aircrew Academy brings you articles written by subject matter experts in their field on topics of interest for business aviation flight department managers and pilots. Through insightful content, our goal is to reduce declination and show the course directly to True North on aviation training issues.
About Advanced Aircrew Academy
Advanced Aircrew Academy enables flight operations to fulfill their training needs most efficiently and affordably—anywhere at any time.
We provide high-quality training modules via the web using a world-class online aviation training system. With over 120 eLearning modules, we have the content to meet your training needs.
We have eLearning modules for all job roles in your flight department, including pilots, flight/cabin attendants, mechanics/engineers, schedulers/dispatchers, line service technicians, and office staff.
Our training modules are authored by trainers with extensive experience as professional pilots, flight attendants, schedulers, and mechanics who share the real information that can be used on the job. We can customize any of our modules to your operation easily and affordably.
email [email protected]