Military Technology Issue 4/2005

Military Flight Training Downloads to Less Expensive Systems

Ian Strach

Report On The Military Flight Training Conference

MFT is nowadays a well-established annual international event, and the 2005 edition attracted 270 delegates from 27 countries. Presentations were made from Austria, Canada, Finland, France (Air Force and Army), Italy, Singapore, Spain, Switzerland, UK (several papers) and the USA, while delegates came from NATO countries on both sides of the Atlantic and also from Algeria, Australia, Bulgaria, Ireland, Japan, Jordan, Oman, Singapore and Switzerland. As a very significant pointer at current trends in military flight training, on the first day of the conference there were two streams for part of the afternoon. To the organisers' surprise, more delegates opted fothat was devoted to aircraft matters, to the extwo streams had to be quickly changed over. This point, and the conference in general military seems finally to have become truly retechnical barriers and the prejudices of thsimulation has achieved the position and statcivil aviation world since the introduction of aand D Full Flight Simulators by the FAA in theWhat follows is a synthetic report on the officiaAustrian Air Force Austrian Air Force training was covered by Cinclude a state-of-the-art simulation both gdespite the introduction of the TYPHOON intraining has been identified, as Austrian pilotsGerman OCU. The future school structure wand a series of Part-Task Trainers (PTTs) , FMission Simulators (FMS). Staff were looking at downloading training froand this embraced both aircraft and simulatisimulation and more outsourcing of trainingmade the point that as a small country, programmes was indispensable. Canadian Forces

an

The scene in half of the lecture hall at the Café Royal in London

r the simulation stream than the other tent that the presentation rooms for the

indicates that synthetic training in the spectable and to have surmounted the e past. In that respect, military flight us that it has had for many years in the system of training credits for Level C USA and JAA in Europe in the 1980s. l presentations.

ol. Michael Janisch. The future would round based and airborne. However, 2007, no need for supersonic lead-in would convert to the TYPHOON at the ould have increased CBT at all levels light Training Devices (FTDs) and Full

m expensive devices to cheaper ones on services. In the future, more use of was envisaged. Finally, Col. Janisch participation in international training

Lt. Col. Mike Hogan covered systems in Canada. These not only include training for the Canadian Forces but also the NATO Flying Training in Canada and International Air Navigator Training. The NATO Flying Training system is currently used by nine nations. Pilots start on the FIREFLY piston aircraft, and then move to the T-6 TEXAN II turboprop and finally to the HAWK 115. Three TEXAN and two HAWK simulators are used, and the HAWK aircraft in the programme use the Cubic Corporation's untethered instrumentation system for combat and weapon practice. This is a GPS-based range-less) Air Combat Manoeuvering Instrumentation (ACMI) system that allows sorties not only to be tracked in 3D (4D with the time dimension) but also weapon and other switching to be recorded for post-flight analysis and debrief. Lt. Col. Hogan stressed the large

training airspace that is available in mid-Canada, free from large population centres and many environmental constraints that complicate military training in other areas in the world. If superimposed on a map of Europe, the Canadian training airspace would extend from southern England to beyond the Czech Republic.

Diagram of the HelicopterCommand Tactical Trainer (HCTT)for the French Army Aviation.

As regards navigator training, this is being provided (in

addition to Canada) to personnel from Australia, Germany, New Zealand, Norway, Singapore, South Korea and the UAE.

Finnish Air Force Lt.Col. Pauli Rantamaki covered Finnish Air Force flying training, that is mainly intended to support the front line of three F/A-18 squadrons. Basic training is on the VINKA piston aircraft, and advanced training on the HAWK 51. A Thales-built HAWK simulator is used, featuring full motion and a three-channel visual system. An upgrade programme for the HAWKs has added a video camera, missile panel, GPS and an F/A-18 type mission planning system, and future updates would add a mission computer, air data computer, HUD and Multi-Function Displays (MFDs) on 30 aircraft. French Air Force According to Lt. Col. Jean-Marc Ie Garrec, the main current problem in French Air Force's flight training is a high drop-out rate of some 40% during training, which is regarded as wasteful and must be reduced. New pilots start on the EPSILON followed by either the ALPHA JET (for fighter pilots) or a turboprop twin for transport pilots. Helicopter pilots train with the French army. On the fixed-wing side there is relatively little use of simulation, although an ALPHA JET trainer became operational at Cazoux in March 2005.

The Eurofighter TYPHONEsimulator suite, top tobottom full MissionSimulator (FMS), CockpitProcedure Trainer (CPT),Deployable Cockpit Trainer(DCT).

A significant development is the agreement signed with Belgium in April 2004 for combined advanced training, whereby the Belgian ALPHA JET Plus aircraft are being used both at Beauvechain in Belgium and training bases in France. Interestingly enough, the working language used in the joint programme is English.

In the longer-term the French Air Force is looking at the expected future Joint European Training System. French Army Aviation Lt. Col. Erik Merck, head of simulation for the French Army Aviation, said that he was looking at future training for a force of 450 helicopters. Simulation will not replace real training flights but will increase their efficiency. A fixed-base Helicopter Commander Tactical Trainer (HCTT) would also be used and would train tactical drills, not flying proficiency.

The Indra simulator for the Spanish Air Force F-5B advanced jet trainer

The joint French/German School for the TIGRE/TIGER attack helicopter will have three Computer Aided Training (CAT) classrooms with twelve trainee stations per

classroom. One CAT learning unit runs for 50 min. and there are 500 such units in the training system. CAT and CBT are similar, CAT having more instructor involvement, hence the word "aided" in the title. There will also be eight fixed-base Cockpit Procedure Trainers (CPT) with 1500 visuals and a 2-hour role change between the French and German versions of the aircraft. The top-end devices will be no less than ten Full Mission Simulators. These will have 6-DoF motion and dome

visuals with a 2000 x 1000 FoV from nine LCD projectors. Overall, for initial pilot training on the TIGRE/Tiger, for every 15 hours on the aircraft 20 hours would be spent in the CPT and a further 20 in the FMS, producing a simulator-to flight ratio of about 3:1 (more exactly, 73%:

27%). For gunner training the figures will be 20 hours CPT and 25 FMS for every ten flying hours, a ratio of about 4:1 (82%:18%). These were the highest simulation ratios mentioned in the conference.

French Army Aviation School, drawing showingthree simulators beyond the briefing rooms

Italian Air Force Col. Roberto Duraccio reported that IAF pilots first fly 60 hours in the S260 piston aircraft followed by 205 hours on the MB.339 in three phases. For the MB.339, Computer-Based Training (CBT) is followed by 34 sorties in what was described as a "cockpit simulator" and there was also a Full Mission Simulator (FMS) at Lecce.

The latter includes weaponry and air-to-air refuelling and Col. Duraccio said that pilots had commented that "we had already flown this mission" after flying it in the real aircraft. For the future, there was interest in the Advanced European Jet Pilot Training (AEJPT) project and in the NATO Flying Training System in Canada. Spanish Air Force

e

The Spanish Air Force Helicopter Com

Maj. Antonio Guerro stressed that one advantage of training in Spain is the 97.5% VMC factor (Visual Meteorological Conditions) in its southern areas. Current training starts with the E-22 and T-35 PILLAN with a 5% student washout, and then continues on the C-101 AEROJET (a further 2% washout) before pro-gressing to the advanced phase at Talavera AFB with the F-5B. The F-5Bs are receiving an avionics upgrade that includes most notably embedded simulation including radar

16 EUROFIGHTER) and Albprogramme and in terms of futusimulator-to aircraft ratio of aboRepublic of Singapore Air FoPilot training in the Republic of Kevin Teoh. Given the very smarea of some 700km') training the heavy civil traffic. The soluIndonesia and the USA. Trainstandard as well as conversionUH-1 helicopter is performed iconvert to the AH-64 and CH-4Training to "wings" in AustraliaCT-4 and then 100 hours on fighter stream, 130 hours are hours converting to the F-16 wabout 1:4 (21 %:79%) for all ounder review and use of a chconsidered. Col. Teoh predicted more CBT,PFI contracts were being lookeTeoh said that instructors wocontractor.

Tactical Mission Trainer by Xwave for the Canadian Air Forc

mander Tactical Trainer

and targets, and an Indra simulator (a fixed-base device with 1500 visual) was added in 2004. CBT and a Virtual Radar Ground Station (VRGS) are provided and 76 simulation hours are part of the advanced phase. After this, pilots go to the OCUs at Zaragoza (F/A-18), Moron (C-

acete (F-1). Spain is a member of the AEJPT re use of simulation, Maj. Guerro predicted a ut 1:1. rce Singapore Air Force (RSAF) was described by Col.

all size of Singapore (about 46 x 28km, with an there would be very difficult, particularly in view of tion is to train in other countries such as Australia, ing in Australia includes from ab initio to "wings" to the SUPER PUMA helicopter. Conversion to the n Indonesia, while RSAF pilots go to the USA to 7D helicopters and the F-16 fighter. starts with out-sourced 18 hours of grading on the the S211 with 27 simulator hours. Presently for the flown on the A-4 with 35 simulator hours before 230 ith 62 simulator hours. The simulator-to-flight ratio is f these phases. The all-jet fighter stream scheme is eaper training aircraft such as a turboprop is being

simulators and an airborne virtual environment. Also, d at for future training but, if this option was taken up, uld be from the RSAF rather than provided by the

Swiss Air Force Col. Rudolph Wattinger talked of the Swiss SPHAIR programme. Pilot selection uses a CBT programme developed by DLR in Germany; officer training comes next and then flight screening on the Pilatus PC-7 turboprop. The next stage is training to commercial (CPL/IR) standard on either fixed-wing or rotary wing aircraft with the Swiss airline (formerly Swissair), because, as Col. Wattinger pointed out, as a small air force "we cannot cook our own soup". Also, Swiss airspace is small and there is a need for future military pilots to get used to using the same airspace as civil oper-ations. Military training follows on jet or helicopter, and includes airfield approaches at angles up to no less than 110 compared to the normal approach angle of 30. For the future, the Swiss Air Force was looking at the European AEJPT programme and also the new PC-21 turboprop before flying the F-5 and finally the F/A-18. US Marine Corps The presentation by Brig.Gen. Thomas Conant and Col. Derek Donovan clearly illus-trated the formidable scale of the air element of the USMC, with 37 fixed-wing and 38 rotarywing squadrons divided between four Marine Air Wings (MAW), each of these being larger than most national Air Forces. There currently are 23 aircraft types in the USMC inventory, but in the future these will reduce to six (the AH-1 Z, CH-53X, F-35B JSF, KC-130J, MV-22 and UH1Y) and in the long term, Gen. Conant sees an all-STOVL fleet. Col. Donovan described the training syllabus but emphasised that "every USMC pilot is also a rifle platoon commander". First, an Introductory Flight Syllabus (lFS) is flown at selected civil flight schools to FAA Part 141 standards. This reduces drop-outs after the IFS phase from 9.2% to 4.2%. Primary flight training uses the T-34C, the T-37 and finally the T-611, while advanced training is performed with the T-45 GOSHAWK for the fighter stream, the TH-57 SEA RANGER for helicopter pilots and the T-44 and TC-12 for multi-engined pilots. In the future "there would be a lot more simulator flying". Conversion of qualified pilots to the MV-22 OSPREY tilt-rotor aircraft will be implemented on the basis of complete medium lift helicopter squadrons rather than piecemeal, and involve 40 hours flying over 16 weeks. Training of ab initio pilots to OSPREY qualification is planned to take 74 weeks and 253.5 flight hours using four different types of both fixed- and rotary wing aircraft. Meanwhile, a cheaper STOVL training aircraft was being examined. Night Vision Goggle (NVG) training starts on cheaper aircraft types, saving some $1.05 million p.a. over use of operational aircraft. On JSF, Gen. Conant had flown the mission simulator and "it was easy to fly". An important comment by Gen. Conant was that the "Marine ethos" is needed throughout training, and for this reason contracted flying training will not be used. Also "we are going into more simulation" because, amongst other things, simulators no longer give negative training. UK Defence Helicopter Flying School (DHFS) Col. Arthur Gibson, Commandant of the DHFS reported on progress to date. DHFS is located at RAF Shawbury, and it was formed in 1997 as part of one of the earliest UK PFI contracts to provide initial training of helicopter pilots for all UK military services. It replaced three separate helicopter schools in the RN, British Army and RAF, although its four squadrons maintain the previous numbers and traditions. DHFS has 27 AS-350BB SQUIRREL and eleven Bell 412EP GRIFFIN helicopters, flown by 78 military and 52 civilian instructors. The command structure is from Commandant DHFS to the RAF Air Commodore Flying Training (one star), AOC Training Group (two stars) and finally to the C-in-C of RAF Personnel and Training Command (three stars), thus maintaining a normal military structure despite the fact

that this is a PFI contract. Before pilots come to DHFS they fly pistonengined aircraft (at first the FIREFLY and then the Grob 115) either at RAF Barkston Heath or at University Air Squadrons (UAS). At DHFS, 660 Sqn. converts pilots to the SQUIRREL assisted by CPT, CBT and CRM training, flying 35 hours in nine weeks. Then, 705 Sqn. advances pilots to navigation and map reading training and employs a VASCO navigation trainer and another with the affectionate name of "Witch" (Wicked Instructional Trainer Computer Helicopter). Flying at 705 Sqn. consists of between 34-46 hours in 9-12 weeks depending on whether the students are from the Navy, Army or Air Force. Navy students then progress to mountain flying and wet winching, Army students leave for the Army base at Middle Wallop for advanced SQUIRREL training, and RAF stu-dents go to 60 Sqn. at DHFS where they fly 75 hours on the GRIFFIN together with 40 simulator hours, a simulator-to-flight ratio of about 1:2 (35%:65%). Col. Gibson said that in his opinion "chalk and talk" still has a place in ground instruction and that "to go too far down the CBT route is potentially dangerous". Unless the author of this report has misunderstood, the latter comment seems to go against the tide that is flowing in the favour of more exploitation of CBT both in the classroom and on students PCs wherever there is a spare moment for training and consolidation. Col. Gibson further suggested that the future could include better avionics in the training fleet and the possibility of all-multi-engined training was being studied. This might allow more flying to be downloaded from the front line and thus reduce overall costs. British Army APACHE Training

The navigation trainer at the UK Defence Helicopter Flying School

British Army Aviation (AAvn) training was described by Col. Paul Edwards, COS AAvn. After DHFS training, conversion to the APACHE LONGBOW involves 75 hours simulator and 56 hours flying, a simulator-to-flight ratio of 57%: 43%. This is backed up by 200 hours CBT and PTT. After conversion training, Conversion to Role (CTR) takes a further six months. The company producing the ground training from classroom CBT to FMS is Aviation Training International Ltd (ATIL), a joint venture between Boeing and Agusta Westland. The FMS has electric full motion by FCS and a dome visual, and was

said to teach how to' fight the aircraft. Col. Edwards said that ATIL provides "very comprehensive and successful training facilities". Lessons so far included that the younger the student, the better. Col. Edwards pointed out that "young people have digital and simulation skills as second nature" and that, in APACHE training, "the simulation advantage is huge, particularly Part-Task-Trainers", The APACHE itself is easy to fly, but it has complex systems and fighting such a complex aircraft is the challenge. As regards the future, since the time taken from ab initraining all at one base is being looked at, as well as training could be dispensed with and all-helicopter trainRotary Wing Lead-In (ROLIN) course on the SQUIRREL engined training helicopter is being looked at to see whethand a digital cockpit, could be used for training currently dThere is also an opportunity for the use of more simulators

Imagery from the BAE Systems HAWK simulator at RAF Valley, UK

tio to front-line is critical, whether initial fixed-wing

ing is feasible. A 7-week is being tried, and a twin-er, when fitted with MFDs

one on the APACHE itself. and PTTs. Finally, what is

needed is a "through-life plan for continuously updating the simulator to the aircraft standard". Royal Air Force Basic Flying Training The Chief Instructor at RAF Linton-on-Ouse, Wing Commander Jon Jenkins, gave this presentation. UK elementary flight training starts on the Grob 115E and then progresses to the TUCANO (fast jet stream) , the FIREFLY (multi-stream) or the SQUIRREL (helicopter stream at DFTS). Advanced training is on the HAWK, KING AIR and GRIFFIN, respectively. The TUCANO basic phase consists of 50 hours to a Basic Handling Test (BHT), followed by 74 hours in the advanced phase to "wings" standard. The TUCANO simulator is used for 40 one-hour sorties, a simulator-to-aircraft ratio of 24%:76%. Drop-out rate during this phase in 20%. WgCdr Jenkins said that the future UK Military Flying Training System (see below) was "a real opportunity" and he looked forward to the next training aircraft having a digital cockpit with facilities such as MFDs, HUD, HMS and so forth. Royal Air Force Advanced Flying Training RAF and RN fast-jet advanced training takes place on the HAWK at NO.4 Flying Training School (4 FTS) at RAF Valley in NW Wales. Wing Commander Dave Bentley, OC 19 Squadron, gave this presentation 19 Sqn. is involved in the tactical training element at Valley including combat, evasion and weapons. First, 208 Sqn. deals with conversion to the HAWK, general handling, instrument flying and low level navigation. Some UK pilots train at the NATO Flying Training System in Canada, also on the HAWK. Drop-out at Valley was said to be 25% - a high figure on top of the previous 20%, and indicative of the challenging course for potential UK fighter pilots. The HAWK simulator at Valley was said to be "really superb and students enjoy going to it". This simulator was a PFI project contracted to BAE Systems and is fixed-base with a wide-view visual. Student requirements at the advanced stage include computer literacy, 3D spatial awareness and mental agility, again demonstrating the high standards demanded of fighter pilots. Wg Cdr Bentley suggested that some specialised training could be downloaded to less costly training vehicles. This included NVG/EO imagery, radar work, missile profiles, tactics and EW generally. He also preferred "hot weaponry" for future training in preference to weapon sim-ulation embedded in future training aircraft. The best answer may be a combination of both. Royal Air Force TYPHOON Training

Squadron Leader Ian ("Hagar") Hargreaves of RAF 29 Squadron described the UK training on the Eurofighter TYPHOON. 29 Sqn. is pres-ently stationed at the BAE Systems base at Warton, moving to RAF Coningsby later in 2005. TYPHOON conversion involves 55 hours flying and 62 hours simulatidn, a simulator-toaircraft both Twin Stick (TS) and single-seat sortieStick (VTAS) , the audio equivalent of Handindividual modules involve more even morSTORM SHADOW stand-off missile which only five in the aircraft.

ATIL simulators for the British Army APACHEhelicopter.

ratio of 53%:47%. Conversion involves s, also introduction to Voice Throttle and s On Throttle And Stick (HOTAS). Some e synthetic training, for instance for the has 20 hours of CBT, 15 simulator and

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Aircrew Sycockpit/insstations. TUK will havthe CTIPS,The authorhaving at Committeemodern sim15 years lapractice. TenvironmeUK FutureLaurence ProcuremeTrainers InThe Decemcentric plathat "the fuarea beingalready hawere the minster, UNetwork (WSystem (MOn the Asimulators Army APAtanker/tranis called MConcept Ctests, expsimulators "network oUK FutureAir CommTraining Sprovide tra

The area of Canadian training airspace superimposed over a map of Europ

nthetic Training Aids (ASTA) at Conings by will include two FMS, two trument trainers (CTIPS), one crew escape trainer and 14 classroom CBT he TYPHOON FMS has a 3600 visual and the CTIPS a 2200 visual. The e a total of six FMS and Germany, Italy and Spain four each. As well as the UK also has a number of Deployable Cockpit Trainers (DCTs). is pleased at the inclusion of a modern range of synthetic training aids, one time been one of the UK members of the Eurofighter Training that used to meet in Munich. At that time I argued for the exploitation of ulation technology and it is heartening to see this come to fruition some ter. It shows how long a modern, complex project takes from theory to

his is not a criticism but just a fact of modern life in the high technology nt. Simulator Procurement Bryant and Wing Commander Eddie Roughsedge of the UK Defence nt Agency (DPA) presented the UK Flight Simulation and Synthetic tegrated Project Team (FsASl).

ber 2003 UK Defence Policy Paper included a move from platform-nning to a fully networked-enabled capability. On training, the paper said ture will include a network of live and virtual training environments". One looked at by FsAST is the exploitation of computer games and the Army s these for training in Fighting In Built-Up Areas (FIBUA). Also mentioned UK Army Combined Arms Tactical Training (CArl) complexes at War-K and Sennelager, Germany, which are networked through a Wide-Area

AN), as well as the future Royal Navy Maritime Combined Training CTS). ir Force and aircraft side, future network links are planned between for the RAF-operated Medium Support Helicopters (MSH) at Benson, CHE helicopters, HARRIER, JSF, TORNADO GRA, TYPHOON,

sports and even UAVs. The future system that is designed to achieve this ission Training for Distributed Simulation (MTDS). Finally, a three-year

apability Programme (CCP) is in train which will involve building hardware, eriment, development and eventually additions to existing and future and also the vehicles themselves (aircraft, AFVs, ships) so that the

f live and virtual training environments" can be achieved. Military Flying Training System (MFTS) odore Les Burrell of the RAF described the UK's future Military Flying ystem (MFTS). This will be a PFI contract over many years and will ining not only for pilots of all UK military services but also for all other

aircrew specialties (navigators, observers, air engineers, load masters, tactical spe-cialists and co-ordinators, weapon, radar and sonar operators, gunners and so forth). When this large and complex project was first proposed there were no less than 70 expressions of interest from industry, but during initial project definition these reduced to 17 and then five. During a so-called convergence phase these narrowed to four, and after a consortium including BAE Systems called "FirstWave" withdrew, the "Ascent", "Sterling" and "Vector" consortia were left to compete. Initial Service Provision (ISP) is scheduled for Q2 2007 and Full Service Provision in 2012. The choice of the aircraft types is up to the PFI contractor, except for the HAWK 128 that has already been chosen by the MoD and will be a conventional procurement. The aircraft will have a glass cockpit, two new mission computers, a more powerful Rolls-Royce ADOUR engine, an airborne simulation suite, data link and so forth. A prototype is due to fly in July 2005. The airborne simulation suite (a.k.a. embedded simulation) is designed for air-to-ground and air-to-air weapon training but without firing actual weapons, although the aircraft will also be capable of actually firing the weapons themselves if necessary in a training or war environment. Other types at contractor discretion will include fixed-wing and rotary-wing aircraft for pilot and non-pilot aircrew training, where both single- and multi-engined types will be involved. The choice of simulators and other training devices for the many aircrew roles is also at contractor discretion, as is the ratio of training to be carried out on the training aircraft and on the training devices. These major choices will have to be explained and justified in the bids, and the MoD will take them into account as well as the overall bid price when it selects its Training Systems Partner (TSP), through which

all contracts other than the HAWK 128 will be let.

The Chief-of-Staff of the Italian Air Force, Gen. Leonardo Tricarico in thefront cockpit of the prototype of the Aermacchi M346 advanced trainer andlead-in fighter during a familiarization flight on 10 March 2005

MFTS is a remarkable and complex project with enormous challenges both for the selected contractor and the MoD. Bidders should take into account the fact that "bean counters" often

rule, and Ministries often select the lowest or at least a low

tender. Bidders, therefore, would get their price down by scouring the world for cheap types of training aircraft and using a high ratio of simulation-to-aircraft training. Whether this would also be the best long-term way to train is another matter. Summary Contemporary trends highlighted at the MFT conference include increased use of airborne simulation and ground-based synthetic training from CBT through PTTs to FMS. This involves higher simulator-to-flight ratios than before and more preparation using CBT before both flight and simulator sorties. Simulator-to flight ratios for pilot training varied from almost no use of simulators in some older training systems to about 3:1 in favour of simulation for the future French Army TIGRE training, while for gunner training the highest simulator-toflight ratio was about 4:1, also on the TIGRE. Large variations in drop-out rates between nations and roles were noticeable ranging from less than 10% to over 50% in some fighter streams. The sheer scale of US organisations such as the Marine Corps was impressive, as were their future plans involving a large reduction of aircraft types and more synthetic training. Small

Drawing of the future French/German training and simulation centre at the TIGRE/TIGER helicopter school.

nations cannot exploit such economies of scale, and therefore it is logical for them to join multi-national training programmes such as AEJPT in Europe or NFTS in Canada. Within larger nations such as the UK, economies of scale have forced

rationalisation of basic flying training between Army, Navy and Air Force. The use of available civilian training facilities where appropriate is also a trend in many areas. The dilemma remains of how to maintain military ethos in civil-run training programmes. Related to this is contracting based on Private Finance Initiative (PFI) terms which needs due caution and full customer monitoring of what the contractor is doing.