Anil Kumar, Manama reports

Omani First Flight Officer Training background

Poor Crew Resource Management Program of Arab Pilot programme of Oman Civil Aviation Department.

Manama -- July 15 2002. The first officer, age 25, was hired by Gulf Air on 4 July 1999 as a
training cadet after attending Gulf Air’s Ab-Initio training program.17 He held a
Commercial Pilot (CP) certificate (number CA-558) issued by Sultanate of
Oman, valid until 30 November 2004, with type rating on Airbus A320 as co-pilot.
The first officer held a First Class Airman Medical certificate issued by
Sultanate of Oman on 26 July 2000 without limitations. He was promoted to
A320 first officer on 20 April 2000.

The first officer’s flight experience according to Gulf Air records was as
follows:
Table 3: Flying and Duty Time – First Officer
FLYING TIME HOURS
Total Pilot Time 608
Total Pilot in Training sponsored by Gulf Air 200
Total Pilot with Gulf Air 408
Total Gulf Air A-320 PIC 0
Total Gulf Air A-320 SIC 408
Total Gulf Air Flight Engineer 0
The first officer’s flight and duty time according to Gulf Air records was
as follows:
DUTY TIME
(Hrs:Mins)
FLIGHT TIME
(Hrs:Mins)
Previous 24 hours 00:00 00:00
Previous 7 days 24:35 17:05
August 2000 123:30 72:03
Since 1 Jan 2000 1,170:43 408:33
The first officer’s initial A320 SIC type rating endorsement and SIC
proficiency check occurred on 5 November 1999. His most recent A320
proficiency check occurred on 11 June 2000 was valid until 1 January 2001.
The first officer’s most recent A320 line check occurred on 19 April 2000 and
was valid until 1 May 2001.

The first officer’s most recent Training and Proficiency record,
indicated that he underwent CFIT training during recurrent training on 10 June
2000.

Gulf Air records and interviews by investigators reveal the following:
The first officer was sponsored by Gulf Air during his initial training at
the Qatari Aeronautical College located in Doha, Qatar. Upon completion of
this training, the first officer obtained his Commercial Pilot/Instrument Rated
(CPL/IR) license issued by the Sultanate of Oman and was hired by Gulf Air
as a training cadet in the Gulf Air Ab-Initio pilot training program.
The first officer failed his initial proficiency check in the A-320 on
October 29, 1999. He received marks of “D” on the following: LOC/DME
approach, VOR/DME approach, normal landing, crosswind landing, landings
from non-precision approach, automation and technology and engine failure
procedures 18 . The first officer received additional proficiency training and
passed his initial A-320 SIC type rating and proficiency check on November 5,
1999.

After completion of his simulator proficiency check in November 1999,
the first officer began his line training on the A-320. The first officer was
recommended for his initial flight line competency check on April 17, 2000.

On April 19, 2000, the first officer passed his initial line competency check.
One captain that had flown with the first officer, stated that the first
officer had difficulty with the approach and departure procedures at Sanaa,
Yemen, during a flight on May 11, 2000. This captain indicated that the first
officer was able to keep up with the aircraft and perform well at all airports
with normal procedures and operations, but had difficulty at Sanaa because
he was not familiar with the procedures.

The captain felt that the first officer
had not been exposed to information specific to Sanaa and did not ask
questions regarding the non-standard procedures. The captain noted that
neither Gulf Air nor the DGCAM require a special check out for Sanaa airport.
Several Gulf Air captains that had flown with the first officer were
interviewed and used the following words to describe the personality of the
first officer: timid, meek, mild, polite, disciplined, shy and reserved in social
situations, and keen to learn (i.e., inquisitive). While most of the captains
interviewed stated that they did not think that the first officer’s reserved nature
would hinder him from speaking up during flight operations, others felt that he
might have been too reserved to speak up or challenge a captain. One
designated examiner/simulator training captain recalled that during a training
session, he intentionally exceeded the 30 knot taxi speed limit specified in
Gulf Air standard operating procedures (SOPs) and the first officer failed to
challenge him regarding this.

According to the DGCAM Designated Examiner Procedures, sequences on proficiency checks are
graded on a scale from “A” through “E” where “E” is failing, and if more than three unrelated
sequences are graded “D”, the overall checkride should be rated as “Fail”.

Gulf Air pilots can report safety-related incidents to the Flight Safety
Department by submitting an Air Safety Report (ASR). A report concerning a
“go-around” would be an ASR. Gulf Air indicated that safety concerns may
also be reported to the Fleet office by means of a Commander’s Voyage
Report, which is then forwarded to the Flight Safety Manager. Gulf Air
indicated that ASRs received on the A320 fleet vary from 6 to 15 per month.
The Flight Safety Manager reviews the reports and may then forward them for
further investigation. The investigation report is later forwarded to the
appropriate Fleet Office and could be published in the Flight Safety Bulletin.
This Bulletin is issued three to four times a year. The Flight Safety Manager
indicated that he was in the process of implementing a confidential reporting
system for crewmembers at the time of the accident.

The Manager of Flight Safety has been in the Flight Safety Department
since 1995. Between 1995 and 1998 he had some assistance, and
thereafter, he has been the only person in the Flight Safety Department.
According to several DGCAM memos, Gulf Air did not have the
required Accident Prevention and Flight Safety Program at the time of the
accident. However, some aspects were in the process of being established.
(see 1.17.8)

Gulf Air A320 Flight Crew Training

Gulf Air’s flight crew training is conducted in Bahrain and Doha. The
training facilities at Bahrain include the Safety and Survival School, and
Technical Training Centre. The training facilities at Doha include one A-320
full flight simulator and CBT 36 Centre.

Gulf Air utilised an Ab-Initio pilot training program as a means of
training cadet pilots who already held a commercial pilot license (CPL) to the
standard required for first officer. There are two means of entry into the Gulf
Air Ab-Initio pilot training program: (1) Gulf Air cadets who are graduates of
the Gulf Air National Pilot Training Scheme holding a basic commercial pilot’s
licence with an instrument rating (CPL/IR), or (2) self-sponsored CPL/IR
holders with varying levels of experience. According to Gulf Air records, the

last intake of pilot trainees under the Gulf Air National Pilot Training Scheme

was Class 96-02, which entered in early 1996. The last trainee who
completed the program graduated in April 1998.
A cadet pilot is referred to as a second officer or trainee. Gulf Air’s
A320 Training Manual stated that the second officers were required to
complete multiple simulator exercises and comprehensive line training. The
training manual indicated that supervisory first officers are utilised during the
early stages of a second officer’s training by monitoring the operation and
assisting in the training; however, the flight instructor is responsible for the
second officer’s progress at all times.

1.17.2.1 Recurrent Training and Proficiency Checks

According to the Gulf Air A320 Training Manual, pilots are required to
undergo recurrent and proficiency checks in accordance with DGCAM’s rules
and regulations. The manual indicates that the training is normally
accomplished every six months and requires two days. The recurrent training
includes a four-hour simulator session designed to refresh the pilot’s
knowledge and handling abilities, and also includes TCAS and CFIT
training.37

1.17.2.2 Controlled Flight Into Terrain (CFIT) Training Programme
According to the Gulf Air Operations Training Manual, the CFIT training
programme consists of the following:

- “Distribution of CFIT Operators Guide to each pilot; the reference
material presented in this covers the history of CFIT, the causal
factors involved in CFIT, and recommended procedures for pilots to
reduce their risk of being involved in a CFIT accident or incident.
- A video produced by the CFIT Task Force will be required viewing
for all pilots during recurrent SEP training at the Safety and Survival
School (see Section 1.17.2.5); additionally, the video will be
available for viewing in the HQ building, via the Fleet Office.
- All pilots will undergo specific CFIT training in the simulator, as part
of their regular recurrent training. This will consist of a once-only
CFIT Briefing presented by the Designated Examiner or simulator
Instructor, followed by a CFIT Questionnaire to be completed by
each pilot. Appropriate recurrent training exercises will be
conducted in the simulator”.last intake of pilot trainees under the Gulf Air National Pilot Training Schemeengine go-around procedures is conducted during initial and up-grade
training.

1.17.2.5 Safety Equipment Procedures (SEP) Training
Gulf Air conducts the SEP training at its Safety and Survival School in
Bahrain. Gulf Air Operations Manual Training describes the scope of emergency
training for each aircraft type, model and configuration in which the
crewmembers are to fly, as appropriate to that crewmember’s station.

1.17.3 Gulf Air A320 Procedures
1.17.3.1 Speed Restrictions during Descent

There is no specific speed restriction below 10,000 feet within the
airspace (applicable to the flight path of the accident aircraft) under the
control of Dammam, Saudi Arabia or Bahrain.
Gulf Air procedures for descent and approach specify: “A speed limit
of 250 knots below 10,000 feet is the defaulted speed, in the managed speed
descent profile. The flight crew may delete or modify it if necessary…”. The
aircraft are expected to check with the ATC if there are any speed restrictions
before selecting speeds higher than 250 knots when below 10,000 feet.
According to Gulf Air SOPs the instrument approaches are to be made
on the “managed speed modes”.
1.17.3.2 Stabilised Approach
The A320 FCOM describes the requirements of stabilised approach as
follows:
(a) Non-precision approach (Approach Speed Technique):
“The standard speed technique is to make a stabilised approach
using AP/FD and A/THR. The aircraft intercepts the final
descent path in the landing configuration and at VAPP. For this
purpose, the flight crew should insert VAPP as a speed
constraint at the FAF. In all cases, the crew should use
managed speed. At 1000 feet above runway elevation it should
be stabilised on the final descent path in the landing
configuration with thrust above idle.”
(b) Visual Approach:
“Perform the approach on a nominal 3 degree glide slope using
visual references. Approach to be stabilised by 500 feet AGL on
the correct approach path, in the landing configuration at VAPP.”

Crew Resource Management Program

Under the Sultanate of Oman Civil Aviation Regulations (CARs), Gulf
Air has had a requirement for a crew resource management (CRM) program
since June 1999.The Acting Manager for Human Factors for Gulf Air assumed his duties
in December 1999. Included in his duties is establishment and management
of a CRM program for Gulf Air. He described the CRM training initiative at
that time as “non-existent”. He stated that Gulf Air had an informal CRM
program from about 1992 until late 1996 or early 1997 that was developed in-house.
It was not used thereafter. He suggested that the previous Manager
of Human Factors resigned because of continued frustration trying to get the
CRM program organised and authorised.

According to the Acting Manager for Human Factors, a company was
selected in January 2000 to develop a CRM program. Original plans were to
initiate facilitator training in February and March 2000 and line pilot initial
training in May 2000. However, contract negotiations have delayed the effort.
According to Gulf Air, initial CRM courses for its pilots commenced on 1
November 2000. The manager indicated that cultural aspects of the region
would be addressed in the CRM training.