http://www.airforcesmonthly.com #365 AUGUST 2018 // 85
a failure for the IP as for their charge. In most
countries, instructors simply check that the
candidate is doing the right things. Here, the
focus is on the education process and trying
to create an optimal learning environment.
The Swedish method has three pillars:
the dynamic between trainee and IP,
communication, and self-confidence. The
relationship between students and instructors
is very relaxed, with the aim of avoiding a
‘higher officer and cadet’ situation, where the
trainee is afraid to speak to the higher rank.
IPs learn to evaluate and adapt to a
cadet’s personality and learning style. They
are schooled in the three learning styles
- visual, auditory and tactile – so they
can tailor the tuition to the individual.
After this basic training, they’ll begin the
live practice segment. The instructors take
volunteers with no previous flying or military
experience and are expected to teach them
how to fly within three weeks. The volunteers
are selected to find the person most dissimilar
to their tutor. They will fly once each day
from day two, the IPs putting theory into
practice to show what they have learned.
The pair will then fly tailored sorties that
are known to be challenging in terms of
communication between instructor and student
to test the IP’s abilities to teach, observe and
communicate. It’s a very intensive three weeks,
providing the IPs with the equivalent of almost
a year of experience in just three weeks.
This will, in the end, give the instructors the
mental tools they need to teach future pilots to be
autonomous and have the confidence to make
split-second decisions when alone in the cockpit.SK 60 and the future
The Flygvapnet bought a total of 150 SK
60s back in 1965 to replace the ageing de
Havilland Vampire fleet. Today it flies the two-
seat SK 60A and SK 60B models, using them
for liaison and training, while the other SK 60
variants have been withdrawn. Saab received
a contract in December 2008 to support SK60 operations until the middle of last year and
this has now been extended to mid-2020.
The future is currently uncertain, but a
request for information (RFI) was issued in
April 2015. The advanced trainer requirements
specify an embedded training capability
including simulated radar and weapons
use, as well as tactical cockpit displays.
Replacement aircraft such as the M-346,
Hawk and Super Tucano have been
suggested. Meanwhile, Saab and Pilatus
Aircraft have signed a memorandum of
understanding to offer the PC-21 to Sweden.
Only time will tell what equipment the
Luftstridsskolan will end up with, and whether
the SK 60 will be replaced by a single type, or
separate basic and advanced trainers.Above: Under a November 1993 contract, Saab
re-engined 106 SK 60s between 1994 and 1998,
exchanging their RM9B (Turboméca Aubisque)
powerplants for the Williams FJ44-1A (RM15).
The new units deliver 15% more thrust (8.45kN
compared with 7.3kN each) and feature full-
authority digital engine control (FADEC). Right: In
September 2009, Saab won an order to upgrade
the SK 60 fleet with new systems, including GPS,
audible altitude and primary warning systems,
plus the replacement of a number of older flight
instruments. In the cockpit, speed and altitude
are now displayed in knots and feet, rather than
km/h and metres, respectively, in line with the
Gripen C/D. Left: The pilot signals from the cockpit
of 60036 as he heads out for a solo training flight.
Over 90% of the pilots initially selected make it to
combat-ready level – a remarkable achievement.Acknowledgements:
Thanks to the Luftstridsskolan and especially
Capt Jan Westman, Capt Magnus Bragvad and
Maj Michael Rosenquist for making this article
possible.AFM