IATA Training and Qualification Initiative (ITQI)

IATA Training and
Qualification Initiative (ITQI)
Report 2009 - Spring Edition

Table of Contents
1. Foreword .................................................................................................................................. 3
2. Executive Summary ................................................................................................................ 4
3. Background ............................................................................................................................. 8
4. Market Assessment (including ITQI Survey results)............................................................ 9
5. Assessment of Efficiency Potential..................................................................................... 23
6. ITQI Awareness Programme................................................................................................. 26
Flight Crew Training and Operations
7. Regulation Comparison - Flight Operations ....................................................................... 27
8. Development and Implementation of Competency-Based Training................................. 29
8.1. Instructor Qualification...................................................................................................... 29
8.2. Evidence-based Training................................................................................................... 30
8.3. Multi-crew Pilot License (MPL) ......................................................................................... 32
9. Simulator Standards ............................................................................................................. 34
Engineering and Maintenance
10. Regulation Comparison - Engineering and Maintenance................................................. 37
11. Training Concept for Licensed Personnel in Aircraft Maintenance ................................. 39
12. Glossary ................................................................................................................................. 42
13. References ............................................................................................................................. 43

1. FOREWORD
Dear Readers,
I’m pleased to present to you the Spring edition of the IATA
Training and Qualification Initiative (ITQI) report.
The ITQI project began in 2007 under the guidance and support
of the IATA Board of Governors and Operations Committee
(OPC), with the objective to secure the aviation industry's need
for the next generation of licensed professionals.
This second ITQI report provides you with an overview of the
existing activities that began in 2008 and continue in 2009.
Foreword
The past two years have seen the largest aircraft orders in aviation history. However, the
industry crisis which was originally caused by dramatic spike in the fuel price is continuing
due to the economic downturn and has changed the environment significantly. This crisis
has a global impact with regional differences.
The ITQI Programme is focused on mid to long-term goals and we strongly believe that
this is still a crucial time to continue to work on securing the next generation of aviation
professionals.
Through the Assessment of Efficiency Potential, the ITQI project will be able to offer
insights into the implementation of more efficient training concepts. Included will be the
targeted competency-based training solutions which will focus on real needs and can
become a platform for enhanced and harmonized standards
The ITQI programme also aims to promote career awareness and attain strong industry
attractiveness. The final results of the market survey clearly show how to move this goal
forward.
A continued team effort and joint cooperation from ICAO, FSF and IBAC as well as
governmental bodies are crucial to the success of this initiative. I would like to thank all
partners and industry specialists for their contribution to ITQI.
Best Regards,
Guenther Matschnigg
Senior Vice President, Safety, Operations and Infrastructure
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ITQI Report
2. EXECUTIVE SUMMARY
The IATA Training and Qualification Initiative (ITQI) was created to address the critical
need for qualified pilots and aircraft maintenance personnel both mid and long-term.
Despite the current economic crisis, this requirement, and the need to protect and
enhance safety as well as efficiency during expansion, is still the primary target. In seeing
solutions we will aim to maximise effectiveness in meeting safety objectives. The resulting
targeted approach is likely to yield efficiencies over the medium term. In addition, there is
an acute need for harmonised implementation in all regions.
IATA has been actively attaining information from the aviation industry through forums,
briefings and expositions. The ITQI team has been engaged in many endeavours with
several partners including, the International Civil Aviation Organisation (ICAO), the Flight
Safety Foundation (FSF) and the International Business Aviation Council (IBAC).
A progress report has been submitted to the IATA Operations Committee (OPC) on a
regular basis and their feedback provided the necessary guidance and support for the
initiative.
The goals of ITQI are to:
o Increase the resource pool by identifying means to improve industry
attractiveness
o Improve effectiveness of qualification schemes by developing and introducing
competency-based training
o Increase global market permeability by ensuring harmonized implementation
The successful cooperation between IATA and its partners has enabled extensive
progress to be made within the programme including:
o Market survey report completed (see section 4.4 Market Assessment)
o Outlines of guidance material developed
o Assessment of efficiency potentials launched
The following actions are now required:
o Finalize and Validate Efficiency Matrixes
o Complete Guideline Material as agreed with ICAO
o Complete Update of IATA Flight Simulation Training Device Data document
version 7
o Monitor and support MPL implementation
o Increase Industry and Government Awareness
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� Market Assessment
Executive Summary
The initiative was originally based on the projections supplied by the aircraft manufacturers
as published in their 2007 market outlooks.
The current economic uncertainty prompted IATA to review these projections and to
analyse further the impact of this crisis further based on three sources:
1. Aircraft Manufacturer’s 2008 outlooks published mid 2008
2. Industry response to ICAO State letter June 2008
3. IATA market survey , November 2008 to January 2009
The analysis of these documents results in the following conclusions:
o The aircraft manufacturers have not projected a significant reduction in deliveries
in the coming years. It is anticipated that there may be delays in deliveries and
that a greater portion will be used as replacements for older and less fuel efficient
planes
o Since the current crisis has a global impact with regional differences, industry
projections for the recruitment and potential shortages show considerable
differences
o The industry response to ICAO indicates a sufficient training capacity for North
America and Europe, but shortages in Latin America, Africa, Asia Pacific and
Middle East
o The survey also offers some insight into the reasons that individuals chose to
become pilots, or chose to become mechanics/engineers. The priorities and the
obstacles have been investigated.
o The final tabulations of the survey also show that all geographic regions are not
fully satisfied with the framework of the regulations that exist for training of both
pilots and mechanics/engineers. The indications suggest that updated and
harmonized regulations would be beneficial.
� Assessment of Efficiency Potential
Efforts continue to refine and update the matrix developed to highlight the efficiencies for
Flight Operations training and Engineering and Maintenance training. Our first
assumptions suggest an efficiency potential of up to 25% within the pilot training area.
These require validation by the OPC and IATA’s relevant working groups.
� ITQI Awareness Programme
Major efforts have been made to increase the awareness of the need for more efficient
training concepts and harmonised implementation globally. IATA’s proposed initiatives
have been well received at all key industry events in 2008.
ICAO in partnership with IATA will be co-organising a roundtable with key industry
stakeholders in May 2009 and will continue to advocate the issues concerning the Next
Generation of Aviation Professionals.
We have briefed the major regulatory bodies including EASA, FAA and Transport Canada
in order to work together with ICAO to coordinate a multilateral approach to training and
qualification needs of licensed personnel.
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ITQI Report
Flight Crew Training and Operations
� Regulatory Comparison
The documents from different regulatory bodies have been thoroughly compared in all
aspects of pilot training. Although the regulations all cover the same topics, the differences
are critical obstacles for the implementation of standard training concepts on a global
basis. The IATA guidance material will reflect these differences when completed by the
end of 2009. Its implementation in the ICAO regulatory framework will provide the
essential prerequisite to overcome national barriers as well as support increased market
permeability.
� Development and Implementation of Competency-Based Training
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o Instructor Qualification
One of the cornerstones in any educational system is the instructor base. In our
industry, this foundation is being challenged for a number of reasons. IATA has
therefore developed a new strategy and concept for instructor qualification standards.
o Evidence-based Training
Progress in the design and reliability of modern aircraft has prompted an industry
review of pilot training and checking requirements. In addition to the wealth of accident
and incident reports, flight data collection and analysis offers the possibility to tailor
training programmes to meet real risks. The aim is to identify and train the real skills
required to operate, whilst addressing any threats presented by the evidence collected.
The IATA best practice document will facilitate regulatory change and enable more
efficient and safety driven training.
o Multi-crew Pilot Licence (MPL)
The concepts and implementation of competency-based training have moved forward.
To date, 15 States have embraced the MPL concept through regulations and
supported the introduction of specific training courses. The ITQI Awareness
Programme will continue to promote the understanding and support national
implementation.
� Simulator Standards
IATA has completed the concept for a new edition of the IATA Flight Simulator Design and
Performance Data Requirements document. This document has been accepted as the
industry standard by manufactures, purchasers and flight simulator users for over three
decades. The 7th edition will reflect the requirements for flight simulators taking into
account modern aircraft system technologies and flight operation procedures to design
most efficient flight training devices.

Executive Summary
The related ICAO document which provides the necessary regulatory framework has been
completed. Work will continue to develop new guidance material for the cost effective
distribution of data required to manufacture a flight simulator according to the new
standards. IATA will continue to work with all industry stakeholders to evaluate solutions
for an agreement on data ownership in order to mitigate the risk for significant cost
increases.
Engineering and Maintenance
� Regulatory Comparison
The regulations of six regulatory organisations in Europe, North America, China and India
specific to the engineering and maintenance have been analysed. The analysis confirms
the significant differences in training philosophies and concepts in these regions. This
results from the lack of more detailed regulatory framework based on ICAO documents
similar to the Procedures of Air Navigation Services Training document for pilots.
� Development and Implementation of Competency-Based Training
The newly developed training concept results in a more effective career path. This concept
is based on a competency framework that defines the various training elements and their
practical implementation. The new guidance material being developed by IATA is planned
for completion by the end of 2009. It will address this new and efficient training
methodology.
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ITQI Report
3. BACKGROUND
In December 2007, IATA’s Board of Governors asked IATA to conduct a review of airline
industry training needs for licensed personnel (pilots, mechanics and engineers, etc.) and
to develop recommendations for meeting these needs without compromising quality.
3.1. Q1-Q2 2008
In Q2 2008, IATA reviewed projections from four major aircraft manufacturers on deliveries
for all commercial aircraft categories. The following is a consolidation of the number of
deliveries from the four manufacturers:
� Total number of aircraft deliveries by 2018 17,650
� Single aisle 9,350
� Twin aisle 3,200
� Large aircraft and freighters 950
� Regional jets and turboprops 4,150
Up to 30% of these 17,650 new aircraft are expected to replace older aircraft. Based on
these numbers, the global industry fleet is projected to expand by up to 12,350 aircraft by
2018. The current order backlog already consists of more than 7,000 firm aircraft orders
and 2,300 options. It has been reported however, that a number of airlines are considering
delaying the delivery of aircraft due to the shortage of skilled staff.
3.2. Q3 2008-Q1 2009
The manufacturers fleet forecast remain inherently unchanged. However, the following
issues have been recognised by IATA:
� The current economic situation as of Q3 2008 presents a reprieve in short-term
needs. However, based on long-term aircraft orders, IATA projects that previously
estimated long-term planning requirements of licensed personnel still exists.
� The gap between pilot demand and training capacity differs significantly by region
due to the demand in emerging markets generated by stronger traffic growth and
insufficient local training capacity.
� IATA is monitoring the effects on safety, namely by observing new trends in
deviating training standards and experience levels.
� The IATA Operational Safety Audit (IOSA) provides a platform to identify those
trends through the established programmes in Flight Operations and Engineering &
Maintenance.
For more information on the above, please contact the ITQI team at itqi@iata.org.
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4. MARKET ASSESSMENT
Market Assessment
The initiative was originally launched due to an expected shortage of licensed aviation
professionals as a result of the projected aircraft deliveries. This has been documented in
the aircraft manufacturers’ outlook in 2007. In light of the economic downturn, IATA has
conducted further market assessments as listed below:
� Reviewed manufacturers’ outlook published in 2008
� Industry response to ICAO State Letter - June 2008
� IATA industry survey in Autumn 2008
4.1. Manufacturers’ Outlook 2007
A first study based on the manufacturer’s market outlooks in 2007 (Airbus, Boeing,
Embraer and Bombardier) was conducted in Q2 2008. The studies show:
� 17,650 new aircraft deliveries by the year 2018
� The current order backlog already consists of more than 7,000 firm orders and 2,300
options
� These 17,650 aircraft will require 207,000 new pilots or approximately 18,800 pilots
per year
Aircraft demand
2018 2026
Total Aircraft 17,650 32,000
Additional Aircraft 12,355 21,000
Reference and Assumptions:
� Airbus, Boeing, Bombardier and Embraer Market outlooks that include single and
twin aisles, large and regional (jets and turboprop)
� The 2018 numbers are based on 2016 trends identified in Airbus, Bombardier and
Embraer Market outlooks
� Breakdown per aircraft type (2018) Single aisle: 9350, twin aisle: 3200, large aircraft
and freighters: 950 and regional jets and turboprops: 4,150
� An average of 70% of total aircraft demand for additional aircraft and 30% for
replacement aircraft – for 2018
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ITQI Report
Pilot and Training demand
10
2018 2026
Total pilots needed to fly new aircraft 193,100 350,200
New pilots for additional aircraft 135,000 227500
New pilots needed to fill the fluctuation and retirement gap 72,600 125,400
Total new pilots – (additional aircraft and fluctuation) needing
ab-initio training
Total new pilots needing transition training on replacement
aircraft
207,600 352,900
57,930 122,700
Assumptions:
� An average of 10 pilots (5 crews) for regional and single aisle aircraft and an
average of 14 pilots (7 crews) for twin aisle and large aircraft
� A 3% per annum for fluctuation and retirement based on current number of pilots
Maintenance demand
2018 2026
Total mechanics needed for additional aircraft 247,100 420,000
Total mechanics including fluctuation and retirement 405,500 739,000
Assumptions:
� An average of 20 mechanics per aircraft (line base, components and engine)
� A 4% per annum for fluctuation and retirement based on the current mechanics
number
4.2. Manufacturers’ Outlook 2008
The manufacturers’ outlook
was reviewed based on their
2008 figures. Essentially,
these remain unchanged.
However, as noted by IATA,
there is a higher share of
parked aircraft than in
previous years. This is
highlighted in the graph on the
right.
Aircraft per month
120
100
80
60
40
20
0
2003
2004
Aircraft Retirements and Deliveries
Source: Ascend
Deliveries Retirements Parked (net)
2005
2006
2007
Jan-Jul 2008

4.3. Industry Response to ICAO State Letter
Market Assessment
On 25 June 2008, ICAO sent out a State Letter (EC 7/27-08/47) entitled “Study on future
requirements for civil aviation licensed personnel and training capacity”. As of November
1, there had been 76 replies. It must be noted that some of the responses contain
discrepancies and variances that will be addressed with further analysis and cross -
checks. Their final report will be available in April 2009.
In the meantime, the following table demonstrates the latest summary on the future pilot
needs per region for the next 20 years. We can see that there are regional variances and
that shortages still do exist. Nevertheless, bearing in mind the current economic situation,
there has been a reprieve on a global scale.
Table courtesy of ICAO
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ITQI Report
4.4. IATA Industry Survey
The final market assessment survey results are used to display a graphical story of the
airline industry at various intervals over the next 15 years, as perceived by the
respondents. It must be noted that the responses for the timeframe of 11 to 15 years did
have a larger degree of uncertainty. The basis for the IATA Training and Qualification
Initiative is the impending lack of qualified aviation professionals in the future, as
determined in 2007 when the initiative was launched. This survey was launched in mid
November of last year and the final results were tabulated Jan 26, 2009. This timeframe is
important since the downturn had begun but the intensity may not have been clearly
understood. The market survey is intended to revisit this foundation with an overall focus
on these questions:
� Has the current economic crisis caused that premise to change?
� How attractive is the aviation industry?
� What are the recruitment and training trends?
The final number of survey respondents was over 900. There was a good mix of pilots and
technicians and all geographic areas were represented. In order to make the graphs
clearer, some countries and regions have been combined. The ‘Americas’ includes United
States, Canada and Latin America but there was little or no response from South America.
‘Europe’ includes the responses from Russia, while ‘’Asia Pacific’ becomes the largest
area including the Pacific Rim countries as well as India, Southeast Asia and Australia.
Questions were directed to the various groups and the data has been collated into pilot,
technician, student, and management groupings. The storyline attempts to answer the
following specific questions from the survey data:
� Is there still an expected shortage?
� Do we have the means to tackle a shortage?
� How do we attract personnel into the industry?
� Is hiring Expats a solution?
� What are the times and costs to produce qualified staff?
� Are there actions that can help mitigate the shortage?
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Market Assessment
The first two graphs are in response is to the statement “My Company expects a shortage
of pilots/technicians” in various time frames. The results are shown for the compilation of
“Strongly Agree” and “Agree”.
The Middle East and Africa still expect to have the most acute shortage of pilots in the
early times while the other 3 regions suspect that the scarcity will increase over the next
10 years.
Three of 4 regions are expecting increased shortages of skilled technicians over the next
10 years while the Americas appear to have a fairly steady prospect for a lack of staff.
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ITQI Report
Although there are regional anomalies, it is clear that the vast majority of respondents
believe that the shortages of both pilots and technicians, especially in the span of 1-3
years and 4-10 years, will exist.
Could this impact the aviation industry? Is it possible that the impending shortage will be
mitigated in some other way and although the lack of aviation professionals may exist, it
won’t have an impact? The next question asked was “Would a pilot/technician shortage
have an impact on your company's business strategy?”
Clearly for both groups of aviation professionals, at least 80% of the survey respondents
believe that the shortages will have some sort of strategic impact on their Company’s
business over the next 10 years. The final time frame has a higher degree of uncertainty,
which is to be expected.
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Market Assessment
The first check, in determining whether the industry has the means to tackle the shortage,
would be to investigate whether there are plans in place to meet the demands and what
programs they include. In order to answer this, the survey asked “Does your company
have programs in place to meet pilot/technician demand?” and if yes “What programs do
you presently use?”
80.0%
70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
10.0%
0.0%
Programs to Meet Pilot Demand
Programs in
Place?
No
44.6%
Yes
55.4%
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ITQI Report
The percentage of respondents that feel their companies have programs in place, to meet
the demands, is remarkably similar for both pilots and technicians. Unfortunately, just over
half of the responses are confident that their company actually has programs in place. For
both groups, advertising and in-house training are the major programs cited by those that
indicated they are prepared to meet the demands.
Attracting personnel into the aviation industry is the next part of the storyline. The first
question asked with respect to this was “What were your priorities for becoming / being a
pilot or technician?” The respondents were asked to rank the six priorities shown in the
graphs. In order to simplify the graphic representation, only the top three priorities have
been shown. There are some marked differences in what is indicated as priorities for
individuals to become pilots or and for those who wish to become technicians.
Most noticeably, the pilot “Challenge of Flying” is the overwhelming leader. Also
noteworthy is the fact it has the most #1 priority votes of any of the attributes in both
groups. This challenge is obviously unique to the aviation industry and should always
remain thus providing at least individuals who want to be pilots for that reason. Remaining
with the pilot group, after the “Challenge of Flying” there is no other clear high priority, but
“Wages” is the next highest motivator with the second largest first priority numbers as well.
“Travelling” and “Employment Opportunities” round out the top four priorities in level of
importance.
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Market Assessment
The degree of importance for technicians is somewhat easier to assess from the graphs.
“Employment Opportunities” is the highest motivator for this group but “Wages” is a close
second in response with the largest number of first priority votes as well. “Aircraft
Technology Challenge” and “Prestige” are the next two most prominent priorities.
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ITQI Report
18
The accompanying
graphs have combined
the “strongly agree”
with the “agree” totals
and “strongly disagree”
with the “disagree”
numbers to determine
the extent to which the
events listed are
affecting the careers of
potential aviation
professionals. The
perceptions of the
obstacles in the
careers of both pilots
and technicians are
clear. In both cases
financing is the number
one hindrance to an
aviation position.
Following closely
behind the cost is job
security and selection
criteria.

Market Assessment
With financing being the biggest obstacle to the careers of both pilots and technicians
there are questions that will give some insight into the funding for the individuals. The
question posed was “If available would you be interested in combining pilot/technician
training with a university degree?” Overwhelmingly the response was positive, in fact,
100% for technical personnel. The next questions indicate whether or not the individual
has a plan in place to fund their education. Here we observe that pilot group does have a
plan for most of the funding but the technicians have much less of a clear idea towards
funding.
The circular charts show the sources that the students plan to access, to obtain funding.
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ITQI Report
In searching for other ways to fulfill the needs for aviation professionals several questions
were asked regarding the use of Expats. “Is hiring expatriate staff part of your company
strategy to fulfill its future pilot/technician demand?”
The most remarkable trait in these graphs is the geographic diversity in the hiring of
Expats. For both North America and Europe, the use of Expats is not a strategy for pilots.
However the secondary question, whether the regulations are an issue in hiring Expats is
also higher for these areas. For the technician group once again North America leads the
way in not using Expats as a strategy to ensure the stability in the workforce but also the
regulations may be a contributing factor.
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Market Assessment
The survey also looked into the costs, to a company, of producing operational personnel.
By asking “Based on your company’s defined prerequisites for hiring, what is your
investment in terms of money in order for an individual to become an operational first
officer/certified technician?” Even with the majority of the costs being spent in the 2 lower
brackets, there will be a tremendous amount of money spent on employees to make them
competent.
The cost in time is also not insignificant. The question asked here was “Based on your
company defined prequisites for hiring, what is your investment in terms of time in order
for an individual to become an operational first officer/certified technician?” The times
shown here are based on the pilot already being in possession of an CPL/ATPL licence
and that the technician has already achieved a general aviation licence and both require
type endorsements. The majority of First Officers are on the payroll for 2 to 6 months
before being able to perform competently but in some cases they remain unproductive for
more than 6 months. For the technicians, clearly the majority take more than 6 months to
become certified or licensed technicians.
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ITQI Report
Finally the story concludes by asking what actions can be taken to help mitigate any
shortages. By asking the question “Is your company satisfied with the current regulatory
framework concerning training?” there is a sense that, in all geographic regions, that the
respondents are not fully satisfied with the regulatory framework for both pilot and
technician training. The graph depicts the addition of ‘Not Satisfied’ and ‘Partially
Satisfied’ By working with all stakeholders to review the regulatory framework under which
training is delivered there should be efficiency gains that would assist in easing any
shortages.
Within the pilot group the concept of a Multi-Crew Pilot Licence (MPL) has shown that it
can decrease the time required to put a competent pilot into a first officer’s position of a
commercial jet. The last of the questions, depicted graphically, asks “Is your company
engaged in Multi-crew Pilot Licence (MPL)?”. As well it offers an indication of the
percentage of airlines who are presently using the traditional CPL/ATPL training concept
to bring new pilots onboard.
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5. ASSESSMENT OF EFFICIENCY POTENTIAL
Assessment of Efficiency Potential
In order to obtain an analysis of the beneficial effects that would be gained by
implementing certain ITQI actions within the training area of pilots and licensed
maintenance personnel, an efficiency benefit assessment has been undertaken.
This study intends to include a matrix that will highlight the efficiencies to be gained, with a
percentage prediction for each activity as a result of the action. The actions, selected for
the grid, are core to the ITQI programme or have been initiated within it. The evaluations,
so far, have included the following actions:
Pilot Actions Mechanic/Engineer Actions
� Implementation of competency
based training
� Harmonization of regulatory license
privileges
� Implementation of MPL � Standardizing training programmes
� Implementation of distance learning
on payroll
� Implementation of distance learning
off payroll
� Harmonization of training
programmes
� Use of standard training
documentation
� Reviewing personnel selection
criteria
� Implementation of competencybased
training
� Harmonization of regulations � Implementation of competencybased
examination/assessment
requirements
� Use OEMs' standard manuals � Increased use of computer based
training
� Better usage of lower-level training
devices
� Implementation of zero flight-time
training
� Implementation of specific
simulation devices
� Implement the use of virtual reality
in training and assessment
� Adopting AQP � E-learning /distance learning off the
payroll
� Reviewing selection criteria � E-learning /distance learning on the
payroll
� Incorporate training material
established from evidence-based
data
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ITQI Report
The areas or types of training, covered for the two different groups differ. For pilot training
we have defined four specific areas to be evaluated. The four areas are:
� Ab Initio training
� Type training
� Conversion training
� Recurrent training
In the training for mechanics/engineers, seven specific areas are to be evaluated. The
areas are:
� Basic / Fundamentals Competencies-Aircraft Systems Maintenance
� Basic / Fundamentals Competencies-Aircraft Structures Maintenance
� Basic / Fundamentals Competencies-Component Maintenance
� Type Rated Competencies-Aircraft Systems Maintenance
� Type Rated Competencies-Aircraft Structures Maintenance
� Type Rated Competencies-Component Maintenance
� Recurrent Training
Within each area, a list of activities or topics have been identified that can be impacted by
the implementation of the defined actions. For both pilot training and mechanic/engineer
training, the following activities are to be assessed:
24
� Instructors � Aircraft investment
� Aircraft utilisation non-fuel costs � Aircraft utilization fuel costs
� Full flight simulator investment
(capital)
� Full flight simulator utilization
(operation)
� Training devices (CBT up to FTD) � Infrastructure/facilities
� Administrative costs � Running costs
� Distance learning - on payroll � Distance learning - off payroll
� On-line productivity loss
An efficiency benefit discussion and evaluation is taking place within the ITQI core project
team for each action item. The process will be similar for both groups, and include the
defining and setting of predictions and prerequisites, in order to conclude an estimated
percentage benefit for each activity. This percentage will be predicted as a result of
changing from current training operations to implementation of the action. The preliminary
indications from the pilot evaluation, and the initial discussions for maintenance and
engineering within ITQI, clearly suggest that there are substantial efficiency potentials
connected to the defined actions within many areas when implemented. The total

Assessment of Efficiency Potential
percentage value resulting from the grid will have to go through a calibration before it can
be used as a vehicle to enable defining of monetary values for the savings.
However, the percentage emerging from the grid on the individual actions as well as on
the total, conclude beyond doubt, that there is a saving/efficiency potential of more
than 25% within the pilot training area. There should be similar trends within the
maintenance/engineering training. The ITQI project team continues to work on the
calibration of the values obtained from the operation grid.
In order to verify some of the assumptions put forward in both the pilot and the
maintenance/engineering study, and to further refine the percentage benefits the
ITQI team will be seeking assistance from airline training staff.
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ITQI Report
6. ITQI AWARENESS PROGRAMME
The project team has advocated and promoted ITQI in key industry events around the
world, promoting the various tasks within the initiative as well raising awareness for the
programme. These events include:
� Council Briefing for International Civil Aviation Authority (ICAO) Montreal,
Canada
On 1 October, IATA briefed the ICAO Council and Air Navigation Commission on two
topics: the next generation of aviation professionals and the industry crisis.
Narjess Teyssier, Chief Economic Analyses and Databases section in ICAO provided
industry statistics. This was then followed by an overview of the industry state of affairs by
IATA's Senior Vice President Safety Operations & Infrastructure, Guenther Matschnigg.
Finally, the ICAO ANB Director, Nancy Graham, concluded with ICAO's position and the
possible impact on the organisation's strategic objectives.
The ICAO Council and the ANC were very appreciative of the format and information
provided, which reflected a joint effort by ICAO and IATA to assess the industry situation
and identify common solutions.
� World Airline Training Symposium (WATS) - Orlando, USA
� Asia Pacific Aviation Training Symposium (APATS) - Bangkok, Thailand
� European Airline Training Symposium (EATS) - Vienna, Austria
These industry training symposiums throughout 2008 provided an ideal platform for the
ITQI team to update the regions’ airlines, National Aviation Authorities (NAA), training
providers and pilot associations on new developments in civil aviation training.
At each event, an average of 300 participants were informed about ITQI in general.
Certain specific areas such as "evidence-based training and checking" and "harmonised
implementation of MPL" were presented in greater depth and were very well received.
� Royal Aeronautical Society (RAeS) Simulation Conference - London, England
A total of 130 attendees from the Flight Simulator Training Devices (FSTD) industry were
informed about the FSTD Standards as part of ITQI. This includes the update of the “IATA
Flight Simulator Design and Performance Data Requirements” manual. Difficulties in
producing FSTDs for airplanes with the latest technology arising from intellectual property
issues were discussed. Another topic addressed was the export control limitations
preventing a smooth data flow to the manufacturers. Solutions to these issues, proposed
by the stakeholders present, provided good inputs for above-mentioned document.
� RAeS Annual International Flight Crew Training Conference
Key deliverables of ITQI were presented, more specifically on evidence-based training.
This was well received with additional airlines and training organisations volunteering to
join the group.
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ITQI Awareness Programme
� Airbus Training Seminar - Istanbul, Turkey
� Airbus Training Seminar - Moscow, Russia
� Airbus Training Symposium - Paris, France
ITQI was presented at these meetings, with particular focus on evidence-based training
and MPL in all three seminars. These were well received. The event in Moscow received
agreement from all airline participants (approximately 30 regional airlines).
� Middle East and North Africa MPL Forum (MENA MPL) - Aqaba, Jordan
The ICAO Regional office, the Jordan National Aviation Authority, AYLA (a Jordan ATO)
and the MPL Go Team jointly prepared this meeting. A total of 150 participants discussed
ways to facilitate a harmonised implementation of MPL in the region.
During the meeting, the Jordan aviation authority and AYLA announced their plans to start
a MPL trial course in cooperation with Gulf Air.
� Asian NAA MPL Forum - Singapore
The authorities from Singapore, Taiwan, South Korea, New Zealand, Australia, Hong
Kong and Thailand as well as the respective airlines discussed the possibilities of a
harmonised MPL beta trial in Asia.
The exchanges were very positive and bilateral talks about approval details were initiated.
A follow-up meeting will take place in 2009.
� University Aviation Association - Denver, USA
In partnership with FSF, ITQI was presented to approximately 150 participants. It was very
well received and the subject of much further discussion. Other participants included
ICAO and the World Bank.
7. REGULATION COMPARISON - FLIGHT OPERATIONS
This following matrix provides a summary review of the aviation legislation for selected
states and demonstrates (in a compressed form) whether obstacles exist which can hinder
the introduction of a new standard based on the material developed by ITQI. The analysis
provides the basis for the ITQI Government awareness and education program and the
implementation plan in cooperation with ICAO.
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ITQI Report
REGULATION COMPARISON - FLIGHT OPERATIONS
Does the legislation of the relevant state (respective ICAO- Annexes) allow for the implementation of
IATA’s “Best Practices“?
FSTDs
Evidencebased
training
MPL Training
Instructor
Qualification
Approval of
ATO’s **
Selection of
pilots
ICAO Possible* Possible Possible Possible Possible Possible
Possible* Possible Possible Possible Not possible Implementation
in progress
EASA
(Europe)
Implementation
in progress
Not yet
implemented*** Possible
Possible
Not yet
implemented**
Possible*
FAA
(USA)
Not available in
English
Possible Possible Possible
Not available in
English
Possible*
CAAC
(China)
Not yet
implemented***
Possible
Implementation
in progress
Possible
Not yet
implemented**
CASA
(Australia) Possible*
Not yet
implemented***
Possible
Implementation
in progress
Possible
Not yet
implemented**
Possible*
DGCA
(India)
* Selection of pilots is a special situation. It is not expected that the regulations of states or national authorities take care
of the selection process, except language proficiency (an ICAO standard) and in some states a sufficient education.
** The ICAO Annex 1 Amendment 167 concerning ATOs (Aviation Training Organisations) is applicable since 23
November 2006. States are therefore still in a transition phase and have not yet implemented the amendments.
*** The affected airlines and ITQI are working to convince the relevant national authorities to change their regulations.
28

Development & Implementation of Competency-Based Training
8. DEVELOPMENT AND IMPLEMENTATION OF COMPETENCY-BASED
TRAINING
8.1. Instructor Qualification
Background
The success of any training programme depends on the competence of its instructors.
Similar to the development of a competency-based approach to training, instructors should
be selected, trained and assessed according to a defined competency framework.
This activity was initiated to provide a consistent
basis for the accreditation of instructors involved
in all phases of training for the Multi Crew Pilot
License (IATA Global MPL Initiative) as a
precursor to ITQI. In times of expansion there is
pressure to reduce experience requirements to
meet airline demand, and without an alternative
competency based strategy to ensure trainer
effectiveness this leads to risks. The task now
has a more general focus:
Picture courtesy of Airbus
Objective
To assimilate, develop and deploy industry best practice as a means of mitigating the risk
of inadequate pilot training conducted by trainers unable to demonstrate and maintain key
training competencies.
Development Work Completed
� A comparative study of the regulatory standards for instructor training and
qualification between major contracting state authorities
� Identification of competency and outcome driven best practice approaches to
instructor training and qualification
� Development of a global best practice document with the potential for future
adoption in ICAO PANS-TRG to include the following:
o Definition of instructor roles
o Pre-requisites for instructor qualification
o Instructor competencies for each defined role
o Methodology for the assessment of competence
Outstanding Development Work
The guidance framework for the construction of instructor training programmes according
to the competence basis outlined above.
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ITQI Report
8.2. Evidence-based Training
Background
For decades, the content of flight crew training programmes has remained unchanged
according to regulation whilst aircraft design and reliability have evolved dramatically.
Regulatory prescriptions for flight crew training and checking are based on events, which
are now highly improbable in aircraft designed to meet modern standards. Training
programmes are consequently burdened with items, which do little to mitigate real risks or
enhance safety.
In 2005, ICAO adopted an international standard for the collection and analysis of flight
data. Today, the industry has a wealth of safety related evidence at its disposal, from
accident and incident reports, LOSA, safety auditing and Flight Data Monitoring
programmes. By analysing this evidence, we have an opportunity to influence and
advance the philosophy of flight crew training, by weighing risks and looking at those
situations, which are more likely to happen.
Efficiency Benefit
Early indications are that by targeting true risks we can deliver more effective training in
less time than we do today. Conversely, it is clear that not enough has been done to
address human factors related issues, which are still the primary cause of the majority of
serious incidents and accidents. When fully developed, this new vision will enable:
� Training to develop non-technical skills in an appropriate environment with
appropriate tools, outside the high cost environment of the level D FFS
� These skills to be further developed and demonstrated in the cockpit environment,
but again not necessarily the level D FFS
The aim of the group is to develop, evaluate and publish industry best practices for the
training and checking of flight crewmembers in modern air transport operations.
Development
The group is charged with developing a best practice document including:
� A risk matrix containing evidence for the
development of effective training and
�
checking solutions
Example contents for training programmes
to meet fleet and/or operation - specific
training needs
� Guidance for airline implementation of
evidence-based programmes
� Evidence based training and checking beta
testing with nominated authorities and
airlines
� IATA Published document referenced to
ICAO guidance or SARPs
30
Picture courtesy of Airbus / CAT Magazine
DC3 cockpit superimposed on an A380

Development & Implementation of Competency-Based Training
During the development phase, all major National Aviation Authorities will be involved or
consulted, in order to facilitate efficient regulatory change once new programs have been
demonstrated.
� Project Planning and Communication
� Data Gathering (FOQA; LOSA; INCIDENT DATABASES; ACCIDENTS; DESIGN
RELIBAILITY INFORMATION)
� New Training Hypothesis – development:
o Identify Knowledge, Skills, and Attitudes (KSA) necessary for pilots to operate
safely, efficiently and effectively
o Quantify observable means by which to assess the demonstrations of KSA
o Develop word pictures to describe best practices
o Conduct a safety threat analysis by flight phase, by aircraft generation and fleet
o Determine priorities by aircraft generation and fleet, for training and checking in
each flight phase
o Develop guidance for construction of training and checking, including transition
training, recurrent training, demonstrations of skill for type rating and
demonstrations of recurrent proficiency
o Based on a review of what should be trained, determine best methodologies for
the efficient delivery of pilot KSA
� Validate hypothesis according to data collected
� Launch beta test programme
� Support adoption of this new vision with National Aviation Authorities
� Established continuous review mechanism to enable subsequent and regular
reviews of training and testing needs
Feedback and measures of success
The measure of success in training would be to mitigate or reduce the evidence of
foreseen events can be measured (e.g., reducing the number of de-stabilizsed
approaches quantified by flight data).
Success in providing solutions to deal with unforeseen events can have a similar benefit in
reducing serious or catastrophic consequences.
Conclusions
If we fail to make a substantial change to the philosophy of airline pilot training, we will
face an increasing gap between training and reality. It is time to create an effective bridge
between safety data and the development of training solutions. At the same time, we must
embed robust methodologies for the handling of real events and the development of key
pilot skills, both technical and non-technical, into those training solutions.
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ITQI Report
8.3. Multi-crew Pilot License (MPL)
With the publication of redesigned training standards in November 2006, ICAO paved the
way for the global introduction of competency-based training. This has allowed for the
acquisition of a licence to operate a multi-crew transport airplane. Supported by a job task
analysis, this outcome-based instructional system concentrates on multi-crew cooperation
from the very beginning of a pilots ab-initio training.
Training in small, single pilot aeroplanes is substantially reduced and substituted by the
use of modern flight simulation training devices for scenario-based training in a multi crew
airline operation environment.
By emphasising the overarching principle of Threat and Error Management (TEM), the
MPL training considers the fact that the vast majority of incidents and accidents in civil
aviation are caused by a lack of interpersonal skills (communication, leadership,
teamwork, workload management, situational awareness and structured decision making).
Multi-crew Pilot Licensing (MPL) improves training quality and therefore operational safety.
It also has a positive environmental impact by reducing actual aircraft time by 50%.
MPL Awareness
During events such as those described in chapter 6, the ITQI Awareness programme has
been used by the MPL Go-Team to continue to inform and educate the training community
on this modern approach to ab-initio airline pilot training.
The Airbus Training Conference in Paris, in
December 2008 was used to continue this effort.
For the moment, Asia is going to take the lead in
the MPL implementation as this region still has a
substantial need for pilots and is not affected by
restrictive regulatory systems.
Nevertheless, there are still substantial threats to be managed. In this context, there is a
lack of knowledge, misunderstandings and misinterpretations of the MPL principles
around the world.
IATA has decided to tackle this challenge and has intensified, with the support of their
member airlines, the endeavour to promote and implement MPL.
32

Development & Implementation of Competency-Based Training
MPL around the world
The map below depicts the countries that have:
� (In green) the MPL license implemented in the national regulations (based on
feedback to the ICAO State Letter AN 12/50-07/37 sent on 7 December 2007):
o Armenia, Chile, Denmark, France, Ghana, Latvia, Maldives, Netherlands,
Pakistan, Philippines, Switzerland, Syrian Arab Republic, United Kingdom
� (Blue flags) MPL courses in progress:
o Denmark, Switzerland, Australia, China and the Philippines.
Swiss is currently operating A320s with MPL graduates.
In 2015 it is intended to have the majority of the world’s ab-initio airline co-pilots trained
through the MPL curriculum.
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ITQI Report
9. SIMULATOR STANDARDS
9.1. Status
The standardisation efforts for Flight Simulator Training Devices (FSTD) of 2008 have
resulted in:
� Finalisation of the new ICAO classification of FSTDs and their associated
qualification criteria (RAeS IWG recommendations for edition 3 of ICAO Manual
9625). IATA consultants participated in the IWG Steering Group and as the Training
Subgroup Chair. Publication targets by ICAO: Jan 2009 (ICAO Website), end 2009
(ICAO Hardcopy).
� Launching of the update of the IATA Document for data required to build, test and
qualify the FSTDs defined in the revised ICAO Manual 9625. An IATA consultant
lead a Task Force with representatives from data suppliers, FSTD manufacturers
and operators. Publication target by IATA: Aug 2009. Draft version available on
request.
9.2. ICAO Manual
After two years of work, involving over 80
flight training and simulation specialists,
the RAeS International Working Group
(IWG) has finished its definition of a
complete range of airplane FSTDs, which
will become the international standard for
the future.
Seven unique devices, and the types of training and licensing to be carried out on each,
have been defined. This range of FSTDs starts with a simple Flight and Navigation Trainer
for initial pilot training (Type I), and goes all the way up to the highest fidelity device for
pilot type rating on large commercial jets (Type VII).The use of a Type VII device may
allow for all training, testing and checking- thereby replacing the airplane as a training tool
completely (“Zero Flight Time” Training). For each device the degree of fidelity (“specific”,
“representative”, “generic” or “none”) has been defined for thirteen simulation features
(incl., “Cockpit Layout”, “Airplane Systems”, “Flight and Engine Model”, “Motion” etc.) as
required for the type of training and licensing to be accomplished.
Moreover, the qualification criteria for the degrees of fidelity of the simulation features
have been developed in three parts:
� Technical requirements
� Validation tests (objective tests)
� Functions and subjective tests
The above IWG recommendations are documented in a three-part final draft ICAO Manual
9625 edition 3, which has been handed over to ICAO for review and final editing in August
34

Simulator Standards
2008. After the review, the manual will be placed on the ICAO website in January 2009
and published as a hardcopy document by the end of that year.
In addition to the seven FSTD types, the proposed new ICAO Manual describes a
standardised approach for definition of other FSTD types for special training requirements.
With the publication of the revised ICAO Manual 9625, the largest standardisation effort in
the flight training industry is coming to an end. The next important step is the inclusion of
the ICAO Manual recommendations into national simulator rules worldwide. To support
this process, to continuously evaluate new developments in flight crew training/simulation
technology and to propose relevant future amendments of the ICAO Manual 9625, the
RAeS has established the International Committee for FSTD Qualification (ICFQ). This
body will hold its inaugural meeting in December 2008 and shall be comprised of 15
training and simulation specialists representing all stakeholders, including IATA. The plan
is to meet once or twice a year in the future.
9.3. IATA FSTD Data Document
For the update of the IATA document on FSTD data, a task force including over 20
specialists representing seven data suppliers, six FSTD manufacturers and five operators
was formed in June 2008 at the invitation of IATA. The update of the document, which
was last issued in 2000 as edition 6, was driven by the proposed new ICAO FSTD
classification and new data requirements for the most recent airplanes,. So far the task
force has held two very productive three-day meetings, in June 2008 in Montreal (23
delegates) and in October 2008 in Toulouse (25 delegates). A third and final meeting is
scheduled for March 2008 in Seattle.
Responsibility for the document’s
chapters and appendices has been split
up between five rapporteurs from the task
force. Each will collect all requested
changes for the document, implement
them in their chapters, and distribute
them as a revised draft.
The changes are evaluated by data supplier specialists in between meetings and
discussed and agreed upon during the task force meetings. One revision cycle covering all
chapters was completed during the second meeting. The final revision cycle is expected
between now and the Seattle meeting. The project is on time and subject to IATA editing
requirements a publication of the revised 7th edition of the document will occur in August
2009.
The most difficult job, yet to be accomplished by the task force, is the achievement of an
industry agreement for solving data supply problems caused by the ever increasing
complexity of today’s airplanes. The required data is becoming more and more difficult to
specify and much harder to get due to intellectual property protection requirements of the
data owners. The focus of critical data gathering for flight simulation has long changed
from the aero and engine model needed for airplane handling and performance to the data
35

ITQI Report
required to simulate the airplane´s highly integrated digital electronic systems. In addition
to the technical challenges for the supply of this type of data, new levels of businessrelated
constraint for data provisioning are being encountered. The vendors of these
complex electronic airplane systems are in most cases risk sharing partners on the
airplane programmes (i.e., 787 and A350). As such, they have become the owners of the
data needed for FSTD production and consider the support of simulator programmes as
an added source of income. Although the airplane manufacturer secures simulator data
support through vendor agreements negotiated prior to airplane programme launch, all
vendor-related increases in data costs have to be borne by the FSTD buyer. Furthermore,
the implementation method used for avionics functions in the FSTD is currently mandated
by the type of vendor data supplied. Different vendors support different implementation
methods, thereby inhibiting simulator manufacturers in applying a standard approach for
the implementation of the airplane electronic systems in their products, which again, drives
FSTD acquisition costs up.
In cooperation with the data suppliers, the task force will develop an “industry best
practice” for data provisioning, in order to deal with these new data supply challenges.
Contractual and license agreement standards for the detailed data and ongoing support
requirements for each one of the known electronic system implementation methods will be
recommended in the revised IATA FSTD data document. This should be included in the
airplane manufacturer’s vendor support agreements for future programmes (i.e., airplane
models replacing A320 and 737).
36

Regulation Comparison - Engineering and maintenance
10. REGULATION COMPARISON - ENGINEERING AND
MAINTENANCE
The regulations of the following agencies were used to conduct an analysis of the
requirements and training of maintenance personnel (this includes their qualifications and
competencies):
� ICAO
� Europe EASA
� USA FAA
� Canada Transport Canada
� China CAAC
� India DGCA
The subjects for comparison were focused on
� Approval of Operators – Maintenance part only
� Approval of Maintenance Organisations (AMO)
� Approval of Maintenance Training Organisations (MTO)
� Licensing of Maintenance Personnel
In order to be able to compare the subjects of each of the regulatory bodies, three steps
were identified:
� All paragraphs, of the regulations for each of the agencies having relevance to the
competency of maintenance personnel, were compiled.
� These paragraphs were assigned to a defined “list of issues, which deal with the
description and formation of maintenance personnel competencies”.
� A matrix was established in which the selected texts were plotted in a grid “list of
issues” against regulatory bodies.
Most issues were covered fully or partially, but the contents varied in nearly all instances in
terms of scope and coverage.
The topics covered in the regulation comparison are:
� Licences - scope, privileges, responsibilities
� Licenses - requirements (knowledge, skill, experience, age and medical fitness)
� Licences - administrative procedures
� Authority – MTO, examinations, standards, procedures, conduct and rating
� Authority – MTO, examinations, contents and methodology
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ITQI Report
� Authority – MTO, AMO, competency assessments (standards, procedures, conduct
and rating)
� MTO - facilities, equipment and training wares
� MTO – AMO personnel (management, instructors, examiners and invigilators)
� MTO - curricula, syllabus and lesson plans
� MTO – AMO training (requirements, procedures, contents, conduct and quality
assurance)
� Authority – MTO, AMO, records and certificates
� Training - quality management, auditing and auditors
As a result of the complexity of the analysis, only one sample is shown here to represent
the “comparison matrix”, resulting from the regulation comparison:
Regulation Element example - License validity
ICAO Within the preceding 24 months, the licence holder has either had
experience in the inspection, servicing or maintenance of an aircraft or
components in accordance with the privileges granted by the licence held
for not less than six months, or has met the provision for the issue of a
licence with the appropriate privileges, to the satisfaction of the Licensing
Authority.
EASA The aircraft maintenance licence becomes invalid five years after its last
issue or amendment, unless the holder submits his/her aircraft
maintenance licence to the competent authority that issued it.
FAA To exercise the privileges of his certificate and rating, a certificated
mechanic must comply with the recent experience requirements.
TC Unless surrendered, suspended or cancelled, an AME licence remains
valid until the date indicated on the licence. Upon issue or renewal, the
"valid to" date will be set at six years.
CAAC The term of validity of the certificate for the maintenance personnel is five
year commencing from the date upon which the certificate is issued.
Aircraft maintenance or other related experience and retraining experience
are required for renewal of the certificate.
India Licences shall be valid for the period specified therein, subject to a
maximum period of 2 years in each case, and may thereafter be renewed
by the Central Government for another 2 years on application.
38

Training Concept for Licensed Personnel in Aircraft Maintenance
11. TRAINING CONCEPT FOR LICENSED PERSONNEL IN AIRCRAFT
MAINTENANCE
11.1. Introduction
To ensure the quality and safe performance in aircraft maintenance, the personnel
involved are required to demonstrate competencies. This demonstration is required in
order to issue licences and authorisations.
These competencies can be more readily and speedily acquired by applicants who
undergo a closely supervised training programme that uses curricula that is systematically
developed and delivered through proven approaches. Whether a defined or self-paced
approach is used, the assessment of the achievement of competencies is necessary
before licenses can be issued.
This assessment is done through examinations, conducted by or on behalf of authorities,
in which the required knowledge and skill levels are assessed. Furthermore, applicants for
personal licences have to prove that they have gained sufficient practical experience in
relation to the privileges, which are associated with the licence to be obtained.
The procedures and requirements for the issue of
licenses are stipulated in the Airworthiness
Requirements of the various States, based on ICAO
Annex 1 – Personnel Licensing.
11.2. Current Status
Each State (or group of States) has developed its own set of regulations, which deal with
personnel in aircraft maintenance. These regulations are presently not harmonised. This
limits the employment and exchange of maintenance personnel across borders.
At this time, the entry level for an aviation maintenance basic training programme is not
specified and depends on the educational system of the State.
Most maintenance personnel attend Approved Training Courses geared to their future
employment, in which knowledge and skills are obtained in a co-ordinated way.
Alternatively, potential maintenance personnel can work in a maintenance environment,
gain practical experience and study the required subjects on their own. A third path is
through an Aeronautical University programme or other academic training institutions
followed by hands on experience in the industry.
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ITQI Report
At the end of this period, the candidates apply for an Aircraft Maintenance Basic /
Fundamentals Licence, which will be granted to them after the successful completion of an
examination. In most States, this examination is focussed on the knowledge of the
candidates rather than on their competencies. To ensure a certain degree of hands on
experience, the authorities stipulate requirements for time spent in aircraft maintenance
before a licence is issued. These requirements vary from State to State and are defined in
relation to the privileges granted with the licenses. These privileges depend on the
category (mechanical / avionics / structures / components, etc.) and the level (line, base,
workshop maintenance, etc.) of the license and they also differ from State to State.
The next step in a typical career path is to obtain equipment type ratings. This is normally
done through attendance of Approved Type Rated Courses. Once successfully completed,
a knowledge examination and related hands on experience on the type of equipment are
required. The duration of the hands on experience varies from State to State. If the
requirements set by the various authorities have been met, a type endorsement is
appended to the Aircraft Maintenance License. In most States, this is a pre-requisite to the
granting of an Aircraft Maintenance Authorisation issued by those Approved Maintenance
Organisations in which the person is employed.
This type of authorisation grants the individual privileges to work on the equipment and be
responsible for the issuance of Certificates of Release to Service.
11.3. Proposed System
The proposed system is centred on competency-based training and assessment. Such a
system requires the definition of competencies that a person has to demonstrate, in
accordance with agreed upon standards, to be eligible for a particular licence.
To achieve this, trainees have to attend approved, closely supervised, systematic and
continuous courses of training, in which knowledge and skills training are linked and coordinated
in order to ensure optimum learning transfer. This approach allows for the use of
multiple instructional methods including distance learning, when the course material is
approved and embedded in the practical training. Such training requires defined entry
levels, approved programmes and intermediate and final knowledge examinations and
skill assessments.
The same principle applies to Type Rated Training.
The advantage of a competency-based approach is that the overall training and
experience time requirement can be shortened and standardised, in accordance with predefined
competencies, thereby leading to standardised licenses.
Each maintenance organisation can apply this competency-based approach in
accordance with its context and internal policies and should be documented in the
Maintenance Organisation Handbooks/Expositions, which are a pre-requisite for the
company’s approval by the authorities.
40

Training Concept for Licensed Personnel in Aircraft Maintenance
The table below summarises the differences between the current and proposed
approaches.
Basic training
Fundamentals
Current Proposed
Licenses • Categories vary • Categories are
standardised
Assessment • Of competency -
partially
Training • Practical training - not
always formalised
• 3 to 5 years
• Of competency -
fully
• Practical training -
formalised
• 1.5 years
Entry level • Varies • Standardised
License privileges • Not standardised • Standardised
Assessment • Of competency • Of competency
Training • Approval varies
• Not competency-based
• 3 to 5 years
• Approved
• Competency-based
• 1 to 2 years
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ITQI Report
12. GLOSSARY
When the following terms are used in this document, they have the following meanings:
AQP. Advanced Qualification Programme
ATO. Aviation Training Organisation
CBT. Competency-based Training
Competency. A combination of skills, knowledge and attitudes required to perform a task to
the prescribed standard.
CAAC. Civil Aviation Administration of China
Competency-based training and assessment. Training and assessment that are
characterised by a performance orientation, emphasis on standards of performance and their
measurement, and the development of training to the specified performance standards.
Competency element. An action that constitutes a task that has a triggering event and a
terminating event that clearly defines its limits, and an observable outcome.
Competency unit. A discrete function consisting of a number of competency elements.
EASA. European Aviation Safety Agency
Error. An action or inaction by the flight crew that leads to deviations from organisational or
flight crew intentions or expectations.
FAA. Federal Aviation Administration
FSF. Flight Safety Foundation
FSTD. Flight Simulator Training Devices
IATA. International Air Transport Association
IBAC. International Business Aviation Council
ICAO. International Civil Aviation Organisation
ICFQ. International Committee for FSTD Qualification
IOSA. IATA Operational Safety Audit
Level D FFS. Level D Full Flight Simulator
LOSA. Line Operating Safety Audit
MPL Multi-crew pilot license
MTO. Maintenance Training Organisation
PANS-TRG. Procedures of Air Navigation Services Training
Performance criteria. Simple, evaluative statements on the required outcome of the
competency element and a description of the criteria used to judge whether the required level
of performance has been achieved.
SARPs. Standards and Recommended Practices
TC. Transport Canada
42

13. REFERENCES
Glossary
Airbus Global Market Forecast, 2006-2025
Airbus Global Market Forecast, 2007-2026
Boeing, Current Market Outlook 2007
Boeing, Summary Outlook, 2008-2027
Bombardier Aerospace, Commercial Aircraft Market Forecast, 2007-2026
Bombardier Aerospace, Commercial Aircraft Market Forecast, 2008-2027
Embraer, Market Outlook, 4 th Edition, 2007-2026
Embraer, Market Outlook, 2008-2027
IATA, Outlook for the airline industry, 2008 Q3 update, Brian Pearce, Chief Economist
ICAO State Letter, AN 12/50-07/37 7 December 2007, Subject: Request for data collection on
multi-crew pilot licence (MPL) implementation and training programmes
ICAO State Letter, EC 7/27-08/47 20 June 2008, Subject: Study on future requirements for
civil aviation licensed personnel and training capacity
43

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contact us: itqi@iata.org