Program

REQUEST INFO
NO OBLIGATIONS PREORDER

AT Systems Training Program
The ATS Device was developed and designed to lower the accident rates in the helicopter industry and to save lives. AT Systems offers the best solution on the market. The ATS Device is part of an annual training program. Through the annual training program AT Systems maintains the equipment, and software providing a turnkey training program for the end user at a yearly price that fits most any operation.

ATS Device
The patented ATS Device (US Patent 10249208) was developed allowing safe in-aircraft training of Degraded Visual Environments (DVE) and the resultant Spatial Disorientation (SD) caused by these conditions. If preset parameters including; Pitch, Roll, Altitude and Vertical Speed; are exceed the build in safety system clears and removes the visibility limiting system from the field of view. The ATS Device uses an Attitude Heading Reference System that is completely self-contained not requiring attachment to any aircraft system and is controlled via an included iPad.

IIMC Training Modes

Programmed Scenario Training
Effective training must be relevant and realistic. With our quarterly updates created from real-world accidents the training pilot experiences conditions that have caused an accident in the past.

Random Scenario
Each iteration changes the simulated conditions experienced by the training pilot. Which allows an unlimited number of multiple training iterations without duplicating the
scenario.

Pre-programmed Point
Enables quick, realistic training to be developed regardless of mission set. When the aircraft gets within 1 mile of the programmed point a random ceiling and visibility reduction when begin to affect the flying pilot.

Manual – Safety pilot can set and change the visibility and ceilings as desired.

IMC Training
The safety pilot is able to set take off and recovery weather keeping the flying pilot in the training weather throughout the flight. This approach to training IMC provides enhanced training to improve and maintain instrument proficiency.

Dust and Snow Landing Training
The system is designed to simulate Dust or Snow landings by obscuring the pilots vision based on algorithms using speed and altitude.

Training Support
• Our staff is always available to assist with creating effective training or
system support.
• AT Systems continuously monitors trends and accidents in the industry.
• AT Systems keeps aviators current on SD developments in the industry
through:
– Current event updates
– Quarterly SD accident reviews to share with your organization including
discussion topics to facilitate group discussions.
• Training techniques and best practices shared from across the helicopter
industry. Eleanor Roosevelt once said “Learn from the mistakes of others.
You can’t live long enough to make them all yourself.”
• The ATS Device tracks individual pilots to assist the organization with
internal tracking or to provide insurance companies with proof of training
for applicable discounts.

Equipment support
AT Systems will support any defect as well as damage from normal use or neglect (damage limits apply) caused by the end user. A replacement will be sent out the next business day after begin
notified of repair needs. Having a training system ready to go when your pilots are ready to train is a top priority for us.

Customized solutions
AT Systems prides itself on catering to each individual operator. We do not believe a single solution fits every operator. While we believe our training system can benefit every helicopter operator, we know each operation requires a unique approach to fit their operations.

Small Operator Share Program
Our focus is affordability. For our smaller operators, AT Systems offers a program that puts our patented system in their hands one month per quarter. Any effective training program requires relevant, realistic and regular training. This Share Program facilitates quarterly training of pilots with new training scenarios.

Larger Operator Annual Program
Large operators will have enough training requirements to keep a device year around. The focus must be kept on every pilot being able to train at least quarterly. We analyze the needs of each operation to build a custom solution.

Helmeted Customers
Our patented training system is designed for use with the Gentex HGU-56 Family of Helmets. If needed we offer a package that includes a Gentex HGU-56 helmet. The ATS Device is designed as a modular system and we will add additional helmet options as demand dictates.

Non-Helmeted Customer
Recognizing the industry’s need for a non-helmeted solution we have incorporated a “bump” helmet that fits around the most popular headsets in the industry. This allows the user to fly with the headset they are accustomed to with minimal deviations from their standard flying configurations. The non-helmet solution is not compatible with NVGs.

Night Vision Goggles (NVG) Compatible
Our helmeted solution supports most NVG options.

Synthetic Vision Compatible
Our helmeted solution supports most current and emerging Synthetic Vision options.

Part 61 and 141 Training Programs
Our flight school operators each have a unique operation and our system can be catered specifically for each flight school. We are able to build a program unique to each university and flight school that best serves their student base.

Add on Components
AAR Recording and Playback – Our AAR station allows your aircrews to immediately debrief a training mission. This provides reinforcement of positive and review of negative performance. The AAR Station also frees up the safety pilot to allow a scenario to develop providing a better training experience for the pilot and a more thorough debrief.

DOWNLOAD AT SYSTEMS FLYER

Press Release

Innovative Technology for Training IIMC in the Aircraft

AT Systems, LLC is proud to be invited to demonstrate new training technology at HeliExpo. AT Systems has patented a device that trains pilots for degraded visual environment during normal training flights. The device can be seen at the Safety Town Hall and in several exhibits. This totally unique device is the latest technology in training for low visibility events such as Inadvertent IMC, brown-out or white-out conditions. The device originally designed for military training, attaches to a helmet without modification and produces a degraded visual environment controlled by an
instructor-operated iPad.

This mode of training allows the pilot to experience both simulated visibility and the actual sensations the body feels during forward flight. While flight simulators reduce visibility and give the illusion of movement, the ATS device provides reduced visibility while actually moving increasing the likelihood of visual and vestibular illusions. The pilot gets the actual aircraft motion during flight. Through internal safety sensors the system is removed from the pilots field of view if predefined conditions are exceed, restoring an unobstrocuted view for aircraft recover. The unit can be used anytime during a training flight, including during NVG training.

Effective real-world training will decrease high accident rates occurring in reduced visibility environments. This new technology will be affordable and easy to use and provides the most effective training for a degraded visual environment.

The Safety Town Hall is on Wednesday, January 29 from 9-11am in Room 304AB. There will be panel discussions on decision making, surviving IIMC, AT Systems innovative solutions, regional outreach programs and maintenance training initiatives.

AT Systems is a veteran owned small business founded in 2016 by Andre Lavallee and Tyson Phillips in an effort to provide effective solutions to documented safety threats in helicopter operations.

AT Systems accepting reservations for IIMC Training Device

AT Systems announced it will begin taking pre-order reservations for its patented in-aircraft IIMC/UIMC training system starting March 1, 2020. After receiving overwhelming interest at Heli-Expo, AT Systems is excited to offer the revolutionary training system to the civilian market starting in October 2020. Full production is scheduled to begin mid-year.

The innovative patented ATS Device is designed to be used in the aircraft for training decreased visual environments including Inadvertent IMC, brown out and white out conditions. The msystem limits visibility, in half mile increments, and creates an environment conducive to visual illusions. Coupled with the natural forces of the aircraft, this leads the pilot to vestibular and proprioceptive illusions that cause Spatial Disorientation.

“Many fatal helicopter accidents have been attributed to spatial disorientation in reduced visibility.” said Tyson Phillips, AT Systems co-founder. “In-aircraft training in limited visibility conditions is critical for effective spatial disorientation training and awareness and needs to be trained frequently. The patented safety system allows reduced visibility training to be conducted safely, keeping the occupants and aircraft safe. For a limited time, we are accepting reservations without deposit to introduce our training solution to the industry.”

AT Systems’ training and support program uses the ATS Device as a corner stone of the program. It is designed to be affordable and is customized to meet the individual needs of the operator. AT Systems provides two options. Small operators have the option to participate in a shared program which provides 30 days per quarter to complete training with their pilots. Larger operators may choose the shared program or can participate in the year-round program. Each package can be customized to cater to both helmet and non-helmeted operators and is priced according to the level of participation.

Along with quarterly updates of accident scenarios derived from real world accidents, the annual training and support program will include best practices from all areas of the helicopter industry and maintenance of equipment. The training program is updated quarterly to keep the scenario-based training fresh, relevant, and realistic.


AT Systems is beginning to collect and publish personal accounts of Spatial Disorientation. You can become part of the solution, share your Spatial Disorientation story and read others stories of survival: www.dvestories.com.

AT Systems is a veteran owned small business founded in 2016 by Andre Lavallee and Tyson Phillips in an effort to provide effective solutions to documented safety threats in helicopter operations. To learn more about AT Systems visit: www.atsystemsllc.com.

REQUEST INFO

NO OBLIGATIONS PREORDER

(check all that apply)

Review

Packaging - Step 1 of 4

Hard Case

Soft Case

Tell your story

“Nobody can tell your story the way you can tell your story.”

― Danielle LaPorte 

*Form will expand automatically when populated

Background of flight

Weather Conditions

Narrative

Pilot Data

Contact

Learn from others

“Learn from the mistakes of others. You can’t live long enough to make them all yourself.”

― Eleanor Roosevelt

Chalk 2 wasn’t supposed to pass us

I was in flight lead of a flight of 2 UH-60M’s conducting a cross country flight on the east coast returning from picking up brand new aircraft. We were on the final leg for the day under day VMC conditions. We had just passed a small airport with a control tower heading south. The forecast weather for the day was VMC all day and the tower controller at the small airport had just given another aircraft an unofficial weather brief that confirmed the VMC conditions. Approximately 10 miles south of the airfield we entered an un-forecasted snowstorm. Initially we slowed to approximately 80 KIAS and descend to 300 feet. We could see tree tops but no suitable landing areas. As a flight we discussed turning around and decided that Chalk 2 should turn first to prevent us from turning into them. Chalk 2 began a turn but started to become disoriented and decided to stop their turn to rejoin the formation for Chalk 1. As weather deteriorated I quickly looked up the closest approach control facility and programmed the frequency into the radio. As visibility continued to decrease we decided to commit to IMC and execute our IIMC plan. We announced over our air to air frequency that we were going inadvertent and Chalk 2 announced they were going inadvertent with us. I was not on the controls but I came inside to look at the attitude indicator and noticed we were in a slight right turn. The crew chief in the back had turned his seat forward and noticed the same thing and announced “your wings are not level.” The pilot on the controls then announced, ” I have visual on Chalk 2.” I looked up and Chalk 2 flew past us and turned right in front of us and continued right. I lost them in the snowstorm and the pilot on the control rolled wings level and began a climb. Once our climb was established and the aircraft was under control I called approach control and requested an IFR clearance to our destination. The pilot on the controls began coupling the aircraft to the flight director to reduce workload. We were immediately given a squawk and vectors to do an ILS into our destination.

Chalk 2 began calling on guard and declared an emergency stating that they were Inadvertent IMC. The first station to call them back was a flight service station. Flight service then passed them to the approach control facility. Approach control was initially confused by the emergency declaration and confused by our call signs since they already had one aircraft with a similar call sign (us) that had declared inadvertent IMC. After multiple communications back and forth approach control gained understanding of what had happened and gave Chalk 2 a squawk and vectors for the ILS. Both aircraft returned single ship and completed the ILS, breaking out at approximately 400 feet. A Coast Guard JayHawk had run into the same weather further east of us and had initially tried to return SVFR before also making the determination to proceed Inadvertent IMC. 

Lessons Learned 

What went wrong – the IIMC multi-ship procedure did not go as briefed or planned. Chalk 2 did not adhere to the procedure and put both aircraft in a dangerous position. Chalk 1 did not announce the other aircraft being inadvertent upon initial contact with ATC resulting in confusion at a critical time in the flight. 

What went right – both crews committed to IMC when they realized weather conditions were continuing to degrade and a suitable landing area was not available. Chalk 1 knew who they would talk to if they went inadvertent resulting in faster ATC service. Training beginning in flight school and continued at the unit resulted in both crews not being afraid to commit to IMC when needed and to be proficient at IFR procedures. Training of crew chiefs to focus attention inside during IMC and know what to look at to assist in helping pilots maintain aircraft control. Both crews had all the necessary publications readily available to execute the approach to complete the flight.

Survey

AT Systems is spearheading an FAA exemption for single flight control helicopters. The request would affect FAR 91.109 petitioning an exemption to the limitation on IIMC/UIMC training with single flight control helicopters.  The  vision restriction device would be required to have safeties built in to allow for the vision restriction system to automatically move from the field of view of the flying pilot.

AT Systems is interested in the feedback of helicopter crews.

Please take a moment and complete the brief survey below to help us better understand the end users opinions.

Device Safety Features: (click to read more)

Automatically remove itself from the field of view if the aircraft attitude exceeds a predetermined value;  20° roll, +/- 12°pitch and less than 1,000 feet AGL.

Automatically remove itself from the field of view if the aircraft attitude exceeds a predetermined value;  20° roll, +/- 12°pitch and less than 1,000 feet AGL.

Automatically remove itself from the field of view if an ADS-B out aircraft gets within 1,000 vertically and 1 SM horizontally of the training aircraft.

Manually remove itself from field of view when the safety crewmember press’ the training stop button on the control application.

Can be manually removed by pilot with a single hand using a quick “break away” feature.

Minimum Pilot Qualifications: (click to read more)

1,000 hours of helicopter time.

Minimum of 15 successful prior iterations with the training system.

Within proceeding 4 months pilot must have conducted 2 training iterations using a IIMC/UIMC device.  To get recurrent pilot must have an evaluation using a IIMC/UIMC device.

Within proceeding 12 months pilot must have successfully passed an evaluation using IIMC/UIMC device.