IOS Lesson Plans

1
IOS Lesson Plans
The increased capability of later Level CD
Flight Simulator Instructor Operating Stations
makes it difficult to control training and
checking using the IOS pages and still observe
the crew To use all the facilities of the IOS
requires a detailed knowledge of the IOS pages,
this is easily forgotten if not repeatedly
refreshed In general the vast majority of
functions available at the IOS can be performed
through a Lesson Plan
2
Lesson Plans

• Lesson Plans are the best method of providing
  consistent training
• Lesson Plans may be fully automated, partially
  automated or completely manual
• If Lesson Plans are fully checked in real time,
  and defects corrected, then subsequent details
  are substantially trouble free
• Lesson Plans can give flexibility and multiple
  choice, the same as available from instructor
  manual inputs

3
Type of Lesson Plan

• There are two types of Lesson Plans
• Sequenced Tasks are numbered sequentially,
  contain Actions and Conditions and can run
  automatically or be selected by the instructor
• Non-Sequenced Tasks are not numbered and may be
  activated at any time by the instructor without
  interrupting the sequenced flow of the Lesson
  Plan. They are not automated
• Colours are normally used to differentiate
  between the two types of Lesson Plans
• Lesson plans can be stored by the
  training/checking instructor on a laptop if
  required.This can be used to refresh on details
  of the training sortie or, if required and
  agreed, the laptop can be used to modify the
  lesson plan to reflect a new requirement

4
IOS Lesson Plan Page
5
Profile Lesson Plan
6
List Lesson Plan
7
Simulated Malfunctions

• The number of malfunctions specified for Flight
  Simulators can vary between 100 and 4000
• The IATA simulator data document recommends 100
  generic and 50 specific malfunctions to aircraft
  type
• 150 is the normal amount used in training and
  covers QRH applicable items. Maintenance training
  might require more
• Extra malfunctions incur additional cost and
  require a significant amount of acceptance
  checking

8
Malfunction Fidelity

• Current generation aircraft are significantly
  more reliable than previous generations and as a
  result most failures are only seen in the
  simulator. It is therefore important they are
  correct
• System malfunctions are well simulated and their
  descriptions and response can be the same as that
  experienced in the aircraft.
• Subjective malfunctions however, are not well
  simulated e.g. tyre burst, engine seizure, engine
  surge and airframe and engine icing
• The data used to formulate these malfunctions is
  only that input by the simulator manufacturer and
  is not based on aircraft testing or incidents or
  accidents.

9
Malfunction Fidelity

• A large proportion of the data required for these
  subjective malfunctions is generated during
  aircraft certification testing but the results
  from certification, subsequent accidents and
  incidents is not used to improve simulator
  malfunctions
• There should be a means whereby this data can be
  supplied as part of the aircraft simulator data
  package or provided as an update as data becomes
  available
• The present situation is largely due to aircraft
  and engine manufacturers not wanting to incur
  legal liability, to improve training and flight
  safety this needs to be corrected