Pilots must be trained to understand their skill limits, their bodies natural reactions to SD and how to overcome those false cues. The ATS Device is capable of demonstrating the skill required, stress induced by flying in low visibility/low ceiling and other DVE conditions.
Preservation of life is paramount; the preservation of life also prevents equipment loss. Civil aviation depends on equipment to maintain profitability. Military equipment gives a commander the combat advantage to fight (and win) in any environment. Both groups will benefit from a trained aircrew.
Multiple studies have found traditional simulators are unable to cause SD. One FAA study sited pilots in simulators experience less than 10% of the G load of the actual aircraft. The lack of linear and angular acceleration further limits the effectiveness of simulators to induce SD. This is a perfect example of why an in-aircraft training method isn’t just a nice to have, but a necessity and is key to building a strong safety training culture.
Without potential for SD, pilots build a false confidence in their abilities, creating a sense of invulnerability. This leads to bad decision making before flight, during flight and potentially incorrect responses to a DVE.
IIMC environments are rarely, if ever, trained in aircraft. With fatality rates of over 70% would prove this to be foolish at best but neglecting this training causes a greater loss of life. Dust and snow landings can be trained by taking personnel and equipment into the actual environment. While the loss rates are not as high, the equipment cost for most organizations exceed the training value. These factors push aircrews back to the inadequate simulator training devices.
Through the ATS Device and an effective training program, the pilot will learn:
Decision Making – The ATS Training Program reinforces decision making prior to take off and during the flight. By knowing personal limits, better decisions can be made prior to take off and earlier decisions can be made as conditions deteriorate in flight. The training AT Systems provides to pilots helps them to understand their limits, as well as recognizing when those limits are near exceedance.
Entry – For a pilot who finds them self in the IIMC environment, the ATS Training Program teaches entry into the IMC environment reducing the chance of an unusual attitude condition occurring. This training enhances the chances of surviving the critical first 90 seconds.
Recovery – For a pilot who finds them self spatially disoriented, the ATS Training Program reinforces the critical need to transition to and trust the instruments. Disoriented pilots have traditionally, and statistically, failed to transition to and trust their instruments. With multiple iterations during initial flight training, follow on organizational training and a sustained annual training program the pilot will develop techniques in transitioning to their instruments, learn to trust the indications and their own ability to follow the guidance for a safe recovery.
Andre Lavallee is the Co-Founder of AT Systems, LLC, a Dallas based Aviation Training Company, and Co-Inventor of the ATS Device, a patened IIMC and DVE training device.
Mr. Lavallee’s introduction to aviation started with his first experience at piloting an aircraft at 15 years old, later getting his private pilot rating at age 17. Mr. Lavallee later joined the USMC Reserve and was deployed after September 11th with a security force company. In 2004 he joined the Army National Guard to attend flight school at Fort Rucker, AL.
Mr. Lavallee continues to commit himself to aviation both as a military aviator for the Texas Army National Guard, as well as a former offshore pilot for Rotorcraft Leasing Company LLC. and former HEMS pilot for Air Methods.
Mr. Lavallee is a combat veteran of multiple combat deployments with the Texas Army National Guard.
Mr. Lavallee’s training and qualifications include: US Army Aviation Safety Officer Course, US Army Instructor Pilot Course. Mr. Lavallee is qualified in the AH-64 : A and D models, the OH-58 : A and C models and CH-47 D and F models for the military and Bell 206 B3, L3 and L4 models, the Bell 407 and the Airbus EC-130 B4 in the civilian sector.
Along with the many military qualifications, Mr. Lavallee also holds FAA ratings of: ATP Helicopter, CFII Helicopter, Private-Single Engine Land fixed wing and Advanced Ground Instrument Instructor AGII
Mr. Lavallee and his wife Kristy have one daughter.
The ATS Device is a patented in-aircraft training device that trains pilots for DVE, such as IIMC and brown/white out. Effective real-world training will reduce high accident rates occurring in these environments.
The device attaches to currently used helmets, requiring no modifications. The ATS Device is a stand-alone training system requiring no alternation to the aircraft for power or telemetry data.
Controlled wirelessly through a tablet application.
The ATS Device is able to simulate DVE conditions while incorporating available resources such as NVG’s, HUD or synthetic vision. For proper training, pilots using these resources require a way to safely limit their vision, forcing them to rely on the information these technologies provide.
Visibility can be set between 0 to 6 miles in ¼ mile increments and ceilings set to any altitude in 100ft increments.
The patented technology provides safety features to cease training scenarios when users preset conditions are exceeded. The parameters include; pitch, roll, altitude, descent rate and the proximity of other aircraft to the training aircraft.
The ATS Device can simultaneously train pilots in multi-ship formation flights, allowing each flying pilot to experience the same weather conditions. With the patented technology, each pilot experiences the same weather at the same time. The scenario is autonomous and changes each time it is run. This training validates, not only individual actions, but collective responses of the individuals in accordance with the organizations Standard Operating Procedures (SOP).
Pilots must be trained to understand their skill limits, their bodies natural reactions to SD and how to overcome those false cues. The ATS Device is capable of demonstrating the skill required, stress induced by flying in low visibility/low ceiling and other DVE conditions.
Preservation of life is paramount; the preservation of life also prevents equipment loss. Civil aviation depends on equipment to maintain profitability. Military equipment gives a commander the combat advantage to fight (and win) in any environment. Both groups will benefit from a trained aircrew.
Multiple studies have found traditional simulators are unable to cause SD. One FAA study sited pilots in simulators experience less than 10% of the G load of the actual aircraft. The lack of linear and angular acceleration further limits the effectiveness of simulators to induce SD. This is a perfect example of why an in-aircraft training method isn’t just a nice to have, but a necessity and is key to building a strong safety training culture.
Without potential for SD, pilots build a false confidence in their abilities, creating a sense of invulnerability. This leads to bad decision making before flight, during flight and potentially incorrect responses to a DVE.
IIMC environments are rarely, if ever, trained in aircraft. With fatality rates of over 70% would prove this to be foolish at best but neglecting this training causes a greater loss of life. Dust and snow landings can be trained by taking personnel and equipment into the actual environment. While the loss rates are not as high, the equipment cost for most organizations exceed the training value. These factors push aircrews back to the inadequate simulator training devices.
Through the ATS Device and an effective training program, the pilot will learn:
Decision Making – The ATS Training Program reinforces decision making prior to take off and during the flight. By knowing personal limits, better decisions can be made prior to take off and earlier decisions can be made as conditions deteriorate in flight. The training AT Systems provides to pilots helps them to understand their limits, as well as recognizing when those limits are near exceedance.
Entry – For a pilot who finds them self in the IIMC environment, the ATS Training Program teaches entry into the IMC environment reducing the chance of an unusual attitude condition occurring. This training enhances the chances of surviving the critical first 90 seconds.
Recovery – For a pilot who finds them self spatially disoriented, the ATS Training Program reinforces the critical need to transition to and trust the instruments. Disoriented pilots have traditionally, and statistically, failed to transition to and trust their instruments. With multiple iterations during initial flight training, follow on organizational training and a sustained annual training program the pilot will develop techniques in transitioning to their instruments, learn to trust the indications and their own ability to follow the guidance for a safe recovery.
No, the ATS Device is a standalone system. It does not require to be connected to the aircraft. The ATS Device provides all required power and AHRS for the system.
Does the helmet need to be modified?
No, the helmet does not require any modification. The ATS Device is installed using preexisting helmet hardware.
How does the ATS Device produce the same weather conditions in multiple aircraft for multi-ship training?
Through our patent pending technology, a pseudo random program controls the deterioration of the weather conditions. The scenario is initiated when an aircraft penetrates a bubble around a predetermined point.
What is Spatial Disorientation?
It’s a person’s inability to determine their orientation, position, location, and motion relative to their environment.
While simulators are a mainstay in aviation training, they lack linear and angular acceleration required to induce SD. This limitation is even greater in non-motion simulators. Further, an FAA study has found that pilots in simulators experience less than 10% of the G load of the actual aircraft.
How many aircraft can the debrief station display?
Our debrief station, powered by TACVIEW, is capable of displaying 1-4 aircraft flight on a single playback.
What system does the ATS Device use to connect the AHRS, iPad and ATS Device?
We use WIFI protocol for the connection between the components. This is technology currently being used in FAA and Army aircraft.
Programmed Scenarios – Previous accidents are prebuilt into the system to allow training on real-world accidents. This creates a relevant and realistic training scenario.
Random – A pseudo-random sequence for creating an IIMC environment. The delay to begin the degraded visual conditions and the rate of change vary during every iteration. This allows multiple training cycles without duplication of the conditions.
Programmed Point – A preprogrammed point will allow the scenario to begin when getting within a “bubble” around the point the safety pilot preprogrammed.
Multi-Ship – Using the Programmed Point, an aircraft can experience, the same weather as the other aircraft in the flight. This facilitates not only individual training but collective training for the unit.
Manual – Ceilings and visibility can be set and modified by the safety pilot anytime prior to and during the manual scenario.
