Multi-Crew Pilot s Licence (MPL) A Global Perspective. Anthony Petteford
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1 Multi-Crew Pilot s Licence (MPL) A Global Perspective Anthony Petteford
2 The Global OAA Group 1. Ab-Initio Training 2. Type Rating Training 3. Experienced crew resourcing 2
3 OAA Global Regulatory Approvals 1. JAR-FCL Europe 2. CASA Australia 3. FAA United States 4. DGCA Indonesia 5. CAAC China 6. CAAV Vietnam 7. CAAS - Singapore 8. CAD Hong Kong 3
4 Where an OAA MPL is being considered 1. UK 2. Hong Kong 3. China 4. Taiwan 5. Vietnam 6. Malaysia 7. Indonesia 8. India 9. Australia 10. Ireland 4
5 Why Choose MPL?
6 4 key benefits of choosing MPL? 1. RELEVANCE 2. RISK REDUCTION 3. RECRUITMENT 4. RETENTION 6
7 Benefits for Training Managers 1. Able to pick the best students 2. A chance to design a completely bespoke training course 3. Integral Safety/Threat & Error Management Culture 4. Build-in airline business culture and SOPs from day 1 5. Totally relevant to ultimate airline pilot role 6. Reduced training task & costs RELEVANCE & RISK REDUCTION
8 Need ATPL to move airline/become a Captain
9 No Single Pilot or GA privileges
10 Benefits for Resource Managers 1. Able to pick the best students 2. Predictable volume supply to meet future fleet planning needs with 18 months forward visibility 3. A guaranteed supply of career FOs for a minimum of 3 years line flying 4. A motivated team of career FOs highly likely to become fast track Captains & Trainers 5. Able to build-in Commercial training 6. PR opportunity Innovation and Commitment to pilot training & supply RECRUITMENT & RETENTION
11 Environmental Benefits of MPL 1. 1 SEP aircraft produces 90 Kg of CO 2 per hour 2. 1 MEP aircraft produces 180 kg of CO 2 per hour 3. Assume 100 hours of SPA flight time transferred onto MPL 4. Assume ratio SEP/MEP flying hours are 70/30 5. CO 2 emissions - 11,700 Kg less per student 6. Average Motor Car produces 3,000 kg of CO 2 per year 7. Equivalent to taking 4 cars off the road per student MPL students = 400 fewer cars in terms of CO 2 emissions
12 MPL - In Action...
13 Current MPL Training Courses 1. Agreement to proceed by UK CAA to conduct MPL courses with airline partner flybe for Dash 8 Q400: Course #1: 6 Cadets Course #2: 6 Cadets 2. Final approval phase with HK CAD with airline partner Dragonair for A320/A330: Course #1: 12 Cadets 13
14 09:10 UTC 27 April 2010
15 Gaining an MPL Approval A TRAINING PARTNERSHIP 1. Flight Training Organisation 2. Airline 3. Regulator 15
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17
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19 Our MPL pioneers - mitigating their risk 1. Cost of Training failure 2. Cost of MPL failure 3. Cost of reverting to a traditional ATPL 19
20 Our MPL pioneers - mitigating their risk 1. Cost of Training failure 2. Cost of MPL failure 3. Cost of reverting to a traditional ATPL 20
21 MPL
22 MPL A few conceptual Hurdles...
23 MPL design PHASE 1 CORE SKILLS AIRCRAFT Single Pilot (SPA) PHASE 2 BASIC FNPTII MCC SIMULATOR PHASE 3 INTERMEDIATE FFS SIMULATOR PHASE 4 ADVANCED FULL FLIGHT SIMULATOR & AIRCRAFT Multi Pilot (MPA) PLUS: 1. ATPL Theoretical Knowledge 2. Type Theoretical Knowledge 3. Threat & Error Management (TEM) 4. Interactive ATC Communications
24 MPL design PHASE 1 CORE SKILLS AIRCRAFT Single Pilot (SPA) PHASE 2 BASIC FNPTII MCC SIMULATOR PHASE 3 INTERMEDIATE FFS SIMULATOR PHASE 4 ADVANCED FULL FLIGHT SIMULATOR & AIRCRAFT Multi Pilot (MPA) PLUS: 1. ATPL Theoretical Knowledge 2. Type Theoretical Knowledge 3. Threat & Error Management (TEM) 4. Interactive ATC Communications
25 There is no such thing as a GENERIC MPL Approval! Each course is tailor-made and approved by the Regulator - with the airline and FTO working in partnership
26 Competency Based Training? EUROPE hours minimum requirement as per ICAO 2. Understand competency based 3. Sensible & practical discussion 4. Progressive agreement to proceed issued in stages 26
27 Competency Based Training? ASIA In General 1. Excruciatingly Extraordinarily cautious! hours minimum requirement or whatever personal view of inspector prevails on the day a) 100 Hours PIC b) PPL/MEP/IR c) 120 Hour phase 4/type rating! d) 20 Aircraft base training circuits 3. Airline must sponsor initiative before FTO permitted to even meet regulator 27
28 The LEAD FTO Europe 1. Flight Training Organisation 2. Airline 28
29 The LEAD FTO ASIA 1. Flight Training Organisation 2. Airline 29
30 The LEAD FTO 1. Can an airline be an FTO? 2. Legal basis for licence training? 3. Flight Instructors train for licences don t they? 4. Can TRIs/SFIs train for a licence in law and are they capable? 5. Does an aircraft base trainer need to be a Flight Instructor? 30
31 TOO DIFFICULT PILE
32
33 MPL
34 MPL The Converted (we hope!)...
35 Flybe MPL
36 Flybe MPL design Phase Activity Device Hours 1 SEP Dual TB20 SEP Aircraft 63 1 SEP Solo TB20 SEP Aircraft 12 1 SEP Dual Zlin Upset Recovery 5 1 SEP FNPTII Simulator 5 1 MEP Dual PA34 MEP Aircraft - Asymmetric 5 2 MET Dual (PF/PNF) FNPTII MCC EFIS Jet Simulator 90 3 MET Dual (PF/PNF) Q400 Full Flight Simulator 20 4 MET Dual (PF/PNF) Q400 Full Flight Simulator 40 TOTAL 240
37
38 Why MPL for Dragonair? 1. Stimulate interest in career 2. Encourage diversity 3. Enable more training in HKG 4. Reduce authority gradients 5. Overcome handling & landing issues especially unstable approaches in the visual segment
39
40 Dragonair MPL
41
42 Dragonair MPL design Phase Activity Device Hours 1 SEP Dual C172 EFIS Aircraft 65 1 SEP Solo C172 EFIS Aircraft 15 1 SEP Dual Decathlon/Pitts Upset Recovery 5 1 SEP FNPTII EFIS Simulator 5 2 MET Dual (PF/PNF) FNPTII MCC EFIS Jet Simulator 74 2 MET Dual (PF) BE90 EFIS Aircraft 16 3 MET Dual (PF/PNF) A320 Full Flight Simulator 20 4 MET Dual (PF/PNF) A320/A330 Full Flight Simulator 44 TOTAL 244
43 A measure of competence from MPL? End of Phase 2 1. Plan hours hours SEP Hours Simulator in a BE90 MET Assessment : RHS / PF - Airline Route flight & Diversion 43
44
45 MPL Challenges to overcome...
46 Madness in the USA... To be a First Officer for Pt121 Operations on multi-pilot aircraft: 1. 1,500 hours total time & ATPL issued 2. Reversing airline pilot training progress by at least 50 years! 3. Unlikely we will see MPL in the USA...? 4. Or does it now support an argument for relevant Approved, competency based training to be considered in USA in lieu of hours...? 46
47 Reasons given to say no to MPL What is an MPL? 2. Too expensive 3. Too complicated 4. You ll never get me on a flight deck with an FO with only 15 hours solo time 5. The regulator will never accept it 6. I can never become a Captain 47
48 Airlines why support MPL? 1. RELEVANCE 2. RISK REDUCTION 3. RECRUITMENT 4. RETENTION 48
49 Airline Pilot Shortage...
50 An ironic thought to leave you with... The trouble is that if I allow MPL into my airline then all these new, high quality students will show up just how poor all my other training courses are - and I can t allow that can I Anthony - far too embarrassing?
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