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airplane and have a negative effect on the
11 This failures did not contribute to the accident
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
90
psychophysiological condition of the crew.
All aircraft and engine systems, with the exception of the defects deferred
as per the MEL, were operational upon take-off from Moscow. The commission
also did not discover any signs of failure of any aircraft or engine system during
the last flight, with the exception of the destruction during the landing run of the
tread of one tire (after the crew fully depressed the brake pedals) on the right
main landing gear bogie, which did not influence the effectiveness of the
airplane’s deceleration (see below).
On the day of take-off on July 8, after arriving at Domodedovo airport,
airplane captain the Captain and the co-pilot, following Sibir airline
regulations, initiated pre-flight preparation at 15:15 by undergoing a medical
checkup 2 hours before the planned time of take-off. The crew had been created
and consolidated by Order no. 34 of the ADD on June 2, 2006. The crew in its
present form had flown 12 flights. The crew's preliminary training was
conducted on Apr. 24, 2006 when they went through their spring-summer
navigational training.
The members of the crew had current pilots’ licenses with the
corresponding qualification marks. The professional training of the crew
members was conducted by the "AK Sibir" aviation training center on the basis
of the flight personnel training course developed by the airline and approved by
the aviation authorities of the Russian Federation.
The A-310 flight personnel training course at Sibir allows airplane
captain commissioning of pilots who have solo flight experience as captains on
class 1 Russian airplane without undergoing the co-pilot training course and
without flight operations experience in this position. About 20 A-310 airplane
captains, including the Captain, went through this commissioning course.
Analysis showed that out of 62 A-310 airplane captains who worked at Sibir
from the middle of 2004 to August 2006, only 20 pilots went through the
training cycle including: co-pilot training, commissioning as co-pilot, flight
operations experience in this position for up to one year, conversion training on
the airplane captains’ training course and commissioning as airplane captain.
The standard flight experience under the Sibir FPTP for those undergoing
conversion training from the position of airplane captain of Russian airplane is
30 flights (up to 150 hours); and for pilots who have no solo flight experience as
airplane captain - 300 hours. However, according to Aeroflot’s FPTP, the totals
are 500-1000 hours, which is 3-5 times more than what is prescribed.
Note: There is no unified course in the Russian Federation for flight crew
advanced training that focuses on learning the characteristics of crew resource
management (CRM) when undergoing conversion training from Russian
airplane with three or more crew members to airplane with a two-man flight
crew.
The total flight experience of the Captain on the А-310 airplane was
1,056 hours, of these 1,013 were solo as a captain (approved on June 1, 2005 by
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
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Order no. 836), this means his flight experience as a trainee until he was
approved for the airplane captain’s position was 43 hours over three weeks. He
had no flight operations experience as a co-pilot on the А-310. Before
undergoing conversion training for the position of captain of An-24 and Tu-154
airplane, the Captain had flight operations experience as co-pilot on these types
of airplane, totaling 2,445 hours (from 1983 to 1987) and 2,930 hours (from
1991 to 2000), respectively.
Note: In 2005 the airplane captain was tested by an
airline psychologist and was recommended for
conversion training to the A-310. However, the
independent expert evaluation (section 1.18.4) of
materials from the psychological examinations revealed
a series of personality features of the Captain that were
not mentioned in the airline psychologist’s conclusion.
In particular, it was noticed that “in terms of prognosis,
the Captain is more effective in secondary roles.” The
training of pilots with similar personality features
requires: "the drilling of a maximum possible number of
irregular situations, which brings them out of the league
of the irregular and stressful category into of the
normal, familiar and controllable category.” and
"longer skill learning and training until they become
automatic".
　
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