A New Era in Pilot Training
By the mid‑1960s, commercial aviation was becoming increasingly complex. Jet aircraft were faster, heavier, and more technologically advanced than the piston‑engine types they replaced. For TAA, the introduction of the Douglas DC‑9 in 1967 marked not only a new era of jet operations, but also the beginning of a revolution in pilot training: the adoption of full‑scale flight simulators.
The $1 million DC‑9 Flight Simulator, built for TAA by Redifon in England, was originally scheduled for delivery in January 1967. However, the sophistication of the system required extended development and testing, delaying final acceptance until January 1968.
The simulator arrived in Australia in June 1968 and was fully operational by September. For TAA, this was a major leap forward. Although basic by modern standards, the DC‑9 simulator provided motion in roll, pitch and heave, allowing pilots to experience realistic aircraft responses for the first time without leaving the ground.
Early simulators lacked sound effects and visual displays, meaning pilots trained in a darkened cockpit with only instruments for reference. Even so, the device dramatically improved safety and reduced the need for non‑revenue training flights in the actual aircraft.
By 1975, advances in computing allowed TAA to install its first visual display system. This early “night scene” generator projected 2,000 light points through two cockpit windows, simulating runway lights, towns, and horizon cues — a remarkable improvement for the era.
A Leap Towards Full-Flight Simulation
As TAA expanded its Boeing 727 fleet, Redifon proposed an upgraded simulator specifically for the 727‑200 series. Delivered in 1976, this new device complemented the earlier 727‑100 simulator and represented a major technological step forward.
The new system featured Redifon’s NOVOVIEW 6000 computer, a state‑of‑the‑art platform capable of generating far more detailed visual scenes and more accurate aircraft behaviour.
The NOVOVIEW 6000 offered a four‑window visual display with 6,000 light points, variable visibility, runway markings, cloud layers, and full sound effects. For the first time, pilots could practise approaches in fog, crosswinds, or night conditions with a level of realism previously impossible.
This simulator was also TAA’s first six‑axis motion platform, capable of reproducing pitch, roll, yaw, heave, sway and surge. It marked the beginning of true “full‑flight simulation” within the airline.
Advancing Wide-Body Flight Training
When TAA introduced the Airbus A300B4 in the early 1980s, the airline required a simulator capable of supporting wide‑body jet operations. Delivered in 1982, the A300 simulator incorporated all the features of the 727‑200 device but with a far more advanced software package and improved motion fidelity.
One of its most innovative features was the “auto‑lesson” system. This allowed check captains to pre‑program specific failures — such as engine loss, hydraulic problems, or electrical faults — to occur at precise moments during a training session. This freed instructors to focus entirely on evaluating crew performance rather than manually triggering scenarios.
Safety, Training and Innovation
Flight simulators quickly became indispensable to TAA. They were used for initial crew training, aircraft type conversions, licence renewals, and research into abnormal or dangerous flight conditions. Many of these scenarios — such as severe crosswinds, engine failures after take‑off, or complex system malfunctions — could not safely be practised in a real aircraft.
The Airbus simulator, for example, was used extensively to study the effects of high crosswinds on landing performance. Such research contributed to improved operating procedures and enhanced safety margins.
Simulators also delivered enormous cost savings. Before their introduction, a captain might spend 11 hours flying a real aircraft on non‑revenue training flights. By 1983, an Airbus captain completed 32 hours of simulator training and only two hours of non‑revenue flying before operating a revenue service.
By the early 1980s, TAA was the only Australian airline operating Category 4 simulators — the highest standard available at the time — reflecting the airline’s commitment to safety and technological leadership.
As each new aircraft type entered the fleet, a matching simulator followed. This ensured that TAA pilots always trained on devices that accurately replicated the aircraft they flew.
Today, flight simulators continue to evolve with high‑resolution visual systems, advanced motion platforms, and fully immersive environments. Modern devices, such as those used by Qantas, represent the latest chapter in a story that began for TAA with the pioneering DC‑9 simulator more than half a century ago.
(1) trans‑air Feb–Mar 1964
(2) trans‑air March 1965
