This article is based on an official press release from Global Helicopter Service (GHS) and official technical specifications from Entrol.

Global Helicopter Service (GHS), a prominent German aviation operator, has officially received qualification for its new Bell 412 Flight Training Device (FTD) Level 3. The approval was granted by the German Federal Aviation Office (Luftfahrt-Bundesamt or LBA), marking a significant expansion of the company’s training capabilities at its facility in Kirchanschöring, Bavaria.

According to the company’s announcement, the simulator is now active under the European Union Aviation Safety Agency (EASA) identification DE-2H-001. Manufactured by Spanish simulator specialist Entrol, the device is designed to bridge the gap between standard proficiency checks and complex, mission-specific scenarios such as Search and Rescue (SAR) and aerial firefighting.

Technical Specifications and Fidelity

The newly qualified device is an FTD Level 3, a specific classification under EASA CS-FSTD(H) regulations that offers high-fidelity systems modeling without the massive footprint of a full motion simulator. According to technical data released by GHS and Entrol, the simulator features a 200° x 70° spherical visual system utilizing cylindrical LED technology to provide high-definition immersion for pilots.

While the device is a fixed-base simulator, it incorporates an integrated vibration platform. This system replicates rotor shake and flight buffeting, providing tactile feedback essential for realistic helicopter operations. The avionics suite is equipped to support training for Instrument Flight Rules (IFR), Performance-Based Navigation (PBN), and Helicopter Terrain Awareness and Warning Systems (HTAWS).

Mixed Reality and Mission Training

A key differentiator for this device, as highlighted in the GHS announcement, is its integration of Mixed Reality (MR) technology for rear-crew training. The simulator includes a fully integrated hoist station that combines physical hardware with Virtual Reality (VR) goggles.

This setup allows a hoist operator to physically manipulate the cable while viewing a virtual rescue site, enabling full-crew coordination training. The pilot flying the simulator and the hoist operator in the MR station can communicate and coordinate in real-time, simulating complex environments that are often too dangerous or costly to practice in an actual aircraft.

GHS has stated that the device supports a custom “ENVISION” database featuring geo-specific terrain and satellite imagery, allowing for the simulation of:

• Aerial firefighting with realistic fire behavior.
• Complex Search and Rescue (SAR) operations in difficult terrain.
• Night operations compatible with Night Vision Imaging Systems (NVIS).

Strategic Expansion for GHS

The qualification of the Bell 412 FTD Level 3 signals a strategic shift for GHS. By securing this approval, the company transitions from operating solely as an aviation service provider to becoming a premier Approved Training Organization (ATO). This allows GHS to offer third-party training to other operators, police forces, and rescue agencies.

In a statement regarding the qualification, GHS leadership emphasized the importance of this investment for safety and market positioning.

“The introduction of our Bell 412 simulator marks a significant milestone for GHS, as we expand our capabilities from operational excellence into advanced, mission-specific training. This investment reflects our ongoing commitment to safety, quality, and innovation. By offering high-end, scenario-based training solutions, tailored to the real-world demands of our clients, we’re not only enhancing our internal readiness but also positioning GHS as a trusted training partner for operators and agencies worldwide.”

, Dominik Goldfuss, CEO of Global Helicopter Service

Entrol, the manufacturer of the device, also noted the market relevance of the FTD Level 3 classification.

“Having sold another model of an FTD Level 3 is a big milestone for us. We believe that FTDs will be crucial for the future of the industry, and it is reassuring to know that companies like GHS share this same view with us.”

, Nacho Navacerrada, Head of Sales at Entrol

AirPro News Analysis: The “Sweet Spot” of FTD Level 3

The designation of “Level 3” is unique to helicopter simulation under EASA rules; fixed-wing FTDs typically max out at Level 2. This classification represents a “sweet spot” in the training market. It requires the same quality of flight test data as a Full Flight Simulator (FFS) regarding aerodynamic performance and systems modeling, yet it does not require a full motion base.

For operators like GHS, this offers a distinct advantage. The device provides sufficient fidelity for Type Ratings, Instrument Ratings, and Operator Proficiency Checks (OPC) at a significantly lower operating cost than a Full Flight Simulator. Furthermore, the ability to log official flight hours in this device reduces the reliance on expensive flight time in the actual Bell 412 helicopter, addressing both cost efficiency and the industry-wide shortage of mission-ready training slots.

Sources: Global Helicopter Service, Entrol Simulators

This article is based on an official press release from Alaska Airlines.

Airlines Unveils State-of-the-Art Global Training Center in Renton

On January 30, 2026, Alaska Airlines officially opened the doors to its new Global Training Center in Renton, Washington. The 660,000-square-foot facility marks a significant operational milestone for the carrier, representing a reported investment of approximately $200 million. For the first time in the airline’s 95-year history, all frontline workgroups, including pilots, flight attendants, and customer service agents, will undergo training under a single roof.

Located on a 19-acre campus at Longacres, the facility is a repurposed aviation asset formerly owned by Boeing. According to the company’s announcement, the center is designed to serve as the central training hub for the newly integrated workforce of Alaska Airlines and Hawaiian Airlines, following their operational merger. The opening aligns with the “Alaska Accelerate” strategic plan, which aims to unify the culture and safety standards of the combined brands.

A Unified Hub for Alaska and Hawaiian Airlines

The primary strategic driver behind the new facility is the integration of Hawaiian Airlines. With the two carriers now operationally linked under a Single Operating Certificate, the Global Training Center allows for side-by-side training of crews from both airlines. While the Renton facility serves as the global headquarters for training, the airline noted that operations will be supported by existing facilities in Honolulu, maintaining a hybrid model to accommodate the Hawaii-based workforce.

Jason Berry, Chief Operating Officer of Alaska Airlines, emphasized the cultural importance of the shared space in a statement regarding the opening:

“The Global Training Center is spectacular and worthy of our amazing frontline employees. This is the first time in our nearly 95-year history that employees across frontline workgroups will train under the same roof. I’m looking forward to this space being used by thousands of employees to build on our culture of safety, performance and care.”

Advanced Aviation Technology and Infrastructure

The facility has been outfitted with high-volume, multi-disciplinary training equipment designed to simulate real-world scenarios for various departments. According to details released by the airline, the center houses 10 full-motion flight simulators. This includes a new Boeing 787 simulator, critical for the combined fleet’s expanded long-haul operations, alongside nine Boeing 737 simulators.

In-Flight and Ground Operations

Beyond the flight deck, the center features extensive resources for cabin crew and ground staff. The facility includes five mock-up aircraft bays for safety and service protocols, four aircraft door trainers, and a fully functional aircraft galley. To support customer service training, the building features a mock airport lobby and gate area, allowing agents to practice check-in and boarding procedures in a realistic environment.

Campus Amenities and Design

The renovation of the former Boeing building focused on adaptive reuse, a strategy the airline states significantly reduced the carbon impact compared to new construction. The interior design reflects a “Pacific Northwest” aesthetic, utilizing timber and natural light. To support employee wellbeing, the campus includes a fitness center, a one-mile outdoor walking trail, and social spaces designed to mimic the aesthetic of Alaska’s airport lounges.

AirPro News Analysis

The consolidation of training facilities into the Longacres campus represents a strategy pivot for Alaska Airlines. By moving away from scattered training locations, the airline is likely seeking to streamline the complex logistics of managing a larger, post-merger workforce. The inclusion of a Boeing 787 simulator is particularly notable; it signals the airline’s commitment to integrating the widebody aircraft inherited from Hawaiian Airlines into its broader operational structure, rather than keeping the fleets entirely segregated.

Furthermore, the choice to renovate an existing aerospace facility in Renton, historically the heart of Boeing’s 737 production, keeps the airline’s training footprint geographically close to its Seattle-Tacoma hub and corporate headquarters. This proximity is expected to reduce travel friction for Pacific Northwest-based crews while offering a centralized destination for those commuting from other bases.

Sources

Sources: Alaska Airlines Newsroom

This article is based on an official guidance document from the Federal Aviation Administration (FAA).

FAA Issues New Guidance on Spatial Disorientation Training Following NTSB Recommendations

On January 22, 2026, the Federal Aviation Administration (FAA) released Information for Operators (InFO) 26003, a new advisory document titled “Spatial Disorientation (SD) Training for Pilots.” This guidance formally recommends that operators conducting flights under Title 14 of the Code of Federal Regulations (14 CFR) Parts 91, 91K, and 135 adopt comprehensive theoretical and practical training specifically designed to combat spatial disorientation.

The release of InFO 26003 marks a significant regulatory step addressing safety recommendations that arose from the investigation into a high-profile 2020 helicopter accident. By targeting General Aviation, Fractional Ownership, and On-Demand operations, the FAA aims to reduce the prevalence of accidents caused by physiological illusions in flight.

Background: The Legacy of the Calabasas Crash

The new guidance is a direct response to National Transportation Safety Board (NTSB) Safety Recommendation A-21-006. This recommendation was issued following the NTSB’s investigation into the tragic helicopter crash on January 26, 2020, in Calabasas, California, which resulted in nine fatalities, including basketball legend Kobe Bryant.

According to the FAA’s document, the NTSB identified spatial disorientation as a primary contributing factor in that accident. Spatial disorientation occurs when a pilot’s perception of direction, altitude, or speed conflicts with reality, typically caused by a loss of visual references, such as flying into fog or clouds, combined with conflicting signals from the inner ear (vestibular system).

Following the NTSB’s directive to evaluate simulation technologies and training methods, the FAA convened the Spatial Disorientation Training Workgroup (SDT WG). The recommendations developed by this group were adopted in May 2023 and have now been formalized in the 2026 InFO release.

Comprehensive Training Recommendations

The FAA is advising operators to move beyond current baseline guidelines. InFO 26003 outlines a robust framework that combines theoretical knowledge with practical application. The agency emphasizes that SD is a physiological inevitability under certain conditions rather than a reflection of a pilot’s skill level.

Theoretical and Ground Training

The guidance suggests that ground school curriculums should focus heavily on the physiological systems involved in orientation, specifically the vestibular, visual, and proprioceptive systems. The goal is to educate pilots on the mechanisms that cause disorientation so they can intellectually understand why they must trust aircraft instruments over their own senses.

Practical Application: Simulation and Flight

The FAA recommends three primary methods for practical training:

• Simulator Training: Utilization of Full-Flight Simulators to replicate weather conditions that degrade visual references, as well as specialized “Spatial Disorientation Trainers” designed to induce sensory illusions.
• In-Flight Training: Controlled instruction using view-limiting devices (such as foggles or hoods) to force reliance on instruments while an instructor demonstrates how easily disorientation can occur.
• Refresher Training: Regular recurrent sessions to reinforce instrument scanning and cross-checking techniques.

“The FAA notes that approximately 80% of all aviation accidents involve human factors, with spatial disorientation being a persistent and deadly subset of these errors.”

FAA InFO 26003 Summary

Scenario-Based vs. Maneuver-Based Training

The advisory distinguishes between two critical training approaches necessary for a complete safety program:

Scenario-Based Training (SBT) exposes pilots to realistic, unexpected operational environments where disorientation is likely to strike. This method helps pilots build practical decision-making skills in real-time.

Maneuver-Based Training (MBT) isolates specific events in a controlled setting. This allows pilots to experience the physiological onset of SD and practice specific recovery strategies without the immediate threat of an accident.

AirPro News Analysis

While InFO 26003 is voluntary for Part 91, 91K, and 135 operators, its release signals a shift in how the industry views instrument proficiency. Historically, instrument training focused on the technical ability to manipulate controls by reference to gauges. This new guidance suggests that technical proficiency is insufficient without a deep physiological understanding of why the body lies to the brain during flight. By formalizing these recommendations six years after the Calabasas tragedy, the FAA is acknowledging that standard instrument ratings may not fully prepare pilots for the sensory conflicts inherent in inadvertent flight into instrument meteorological conditions (IIMC).

Sources

Sources: FAA InFO 26003