Aviation: Crisis Management

  • Michael Schulze

Three minutes after takeoff from runway 4 at Honolulu International Airport,

at about 3,000 feet, the Gulfstream IV’s left engine catches fire.

Seated in

the copilot’s chair, I call up a checklist on the monitor before me. Following

the instructions that appear on the screen, I shift the jet’s power lever to

idle, shut off the engine, and pull a red handle that activates a fire

extinguisher. Then I push the fire test button above my head. The button turns

red, indicating that the fire is out. I glance at instructor Adam Amer in the

pilot’s seat to my left.

“Congratulations,” he says. “You solved a fairly

simple problem.”

The problem was especially simple because we never had left

the ground, and the fire I had just extinguished was a virtual one. We are not

even in Hawaii; we are in Whippany, N.J., in a CAE 7000 Series Level D

full-flight simulator.

CAE’s 7000 Series simulators, the company’s largest,

deliver an astonishingly lifelike experience. The white pods, which measure 21

feet wide, 25 feet long, and 16 feet high, stand on several 6.5-foot legs that

move in six directions, giving the trainee an impression of turbulence,

g-forces, and other physical sensations of flight. Each simulator contains an

exact replica of the cockpit of a particular jet. During training, the windows

fill with images downloaded from satellites, showing you the terrain that you

would encounter at various locations, including more than 200 airports

worldwide. The machine’s software simulates every kind of weather and allows you

to grapple with fires and other emergencies.

In 1947 in Quebec, Ken Patrick,

an ex–Royal Canadian Air Force officer, founded the Canadian Aviation

Electronics company to work on military technology projects. In 1952, the firm

built its first flight simulator. Fifty-five years later, the company, now

called CAE, employs about 5,000 people in manufacturing and training facilities

in 19 countries. The three-story, brick-and-glass structure in New Jersey, which

opened in June, is CAE’s 24th training center and its fourth devoted exclusively

to business jets.

Jeff Roberts, CAE’s group president for innovation

and civil aviation training, notes that the firm graduates about 50,000 pilots a

year. It offers two types of instruction: “ab initio” for beginning pilots, and

type-specific for experienced ones. Ab initio training, which combines classroom

instruction with work on PCs and in small simulators, takes about a year and can

cost $120,000 to $150,000. Type-specific training, in which a pilot seeks FAA

approval to fly a particular kind of aircraft, requires two weeks to a month and

can cost $40,000 to $50,000.

At the New Jersey center, the simulator for the

Gulfstream IV stands near ones for a Sikorsky S-76 and some Dassault Falcon

jets, including the speedy Dassault Falcon 7X, which recently entered

production. The company plans to add at least six more simulators for other jet

types, including the Gulfstream 450 and 550.

CAE has sold at least one of

its 30,000-pound, $15 million simulators to a customer who wanted it for his

home. Evidently he, too, had discovered that even a fairly simple problem like

coping with an engine fire and safely landing a crippled plane is tremendously

exciting. Imagine how much fun a really serious problem would be.

CAE, 514.341.6780, www­.cae.com

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