2. AVIATION WATCH
MAKING AIR TRAVEL SAFER
THROUGH
MORE EFFICIENT TRAINING PRACTICES
AND
REVIEW SYLLABI FOR PILOTS
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3. BASIC PILOT TRAINING
ď DEVELOPED WORLD : PPL â CPL â ATPL
ď INDIA : PPL â CPL - ATPL
ď SIMILAR SYLLABI AND LICENSING
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4. ROUTE TO AN AIRLINE COCKPIT
DEVELOPED WORLD
ď PPL
ď CPL
ď Experience in General Aviation
ď Airliner
INDIA
ď CPL
ď Airliner
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5. HISTORY OF FLYING TRAINING IN INDIA
ď Pre â 1986 â Flying Club based
ď Establishment of Indira Gandhi Rashtriya Uran Akademi in 1986.
Average output 20 CPL per year
ď IGRUA equipped with best aircraft & simulators for the time
ď 2005 onwards massive pilot demand. IGRUA could not meet the
demand
ď Mushrooming of flying clubs in India
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6. HISTORY OF FLYING TRAINING IN INDIA
(Contd..)
ď Training Abroad (mixed results)
ď Spurious Flying Clubs abroad & in India
ď Inability of regulator to check the quality
ď 2008 - IGRUA Management handed over to CAE for ten years
ď Now IGRUA with enhanced productivity produced 80 CPLs last year
ď This year Plan is to produce 100.
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7. IGRUA PRODUCT Vs REST
ď Government has invested heavily for infrastructure
ď Airfield, hangars, dispersals, ATC, Nav-aids, ground School,
hostels, aircraft, simulators, fuel farm, fire services â all owned by
IGRUA. Also Maintenance of all these by IGRUA (Expensive)
ď Can accommodate 200 trainees
ď Has 25 aircraft including 2 multi engine aircraft
ď Has 5 simulators
ď Well established Ground school
ď Entry through All-India competitive exam
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8. IGRUA PRODUCT Vs REST
(ContdâŚ)
ď Own vehicles, hostels and mess, captive power generators, own water
supply, solar geysers, own township, own shopping centre, etc. In short
â all that is needed for comfort and safe rest for aircrew and maintenance
crew
ď Dedicated experienced unmatched instructional staff ( Ground/Air)
ď Known as IIT/IIM of Aviation Training
ď Rest of the flying clubs/schools in the country generally have 2-3 aircraft
and associated staff
ď Quality training possible only when assets and infrastructure along with
instructional staff scaled up into a big institution like IGRUA. Financial
feasibility possible only when scaled up/Government support through
subsidy (IGRUA has both)
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9. IGRUA PRODUCT Vs REST
(ContdâŚ)
ď Rest of the clubs fall short badly. Hence also not financially feasible
ď But started due either brand value/profit motive.
Both not achievable â generally follow lower pricing/short cuts
quality wise to survive
ď Indian Aviation suffers as a consequence
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10. SOLUTION
ď Replicate IGRUA type institution and have 4-5 big zonal flying schools in
India
ď IGRUA exists in North. Central India has CAE/AAI owned NFTI at Gondia
near Nagpur. Create one each in East, West and South
ď Spell out min infrastructure to 8 or more aircraft along with FNPT
simulators and a proper ground school. Any school with less than this be
allowed training only upto PPL level
ď Scaling up will ensure balance between commercial and professional
interest. Quality will improve
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11. SOLUTION
(Contd.)
ď Mergers and acquisitions of smaller flying clubs be aided by Government
and encouraged
ď Age, Education, Qualification, Common Entrance Test
ď Mandate IGRUA to run an Instructors Course to improve standards of
trainees
ď Surveillance over these 5-6 schools possible by DGCA with its limited
staff. Quality will improve
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12. REVIEW SYLLABI
ď DGCA follows ICAO syllabus for CPL
ď ICAO syllabi for CPL not focussed on Airlines but on General Aviation
ď Induction by Airlines only with much greater experience. (CPL 200 hrs.
airlines abroad induct only at 1500 hrs experience)
ď In India entry to airlines at 200 hours
ď India must adopt MPL syllabus which is designed specifically for entry
into airlines. Its training methodology prepares pilots for airlines from
ab-initio stage.
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