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 training records indicated that the 11th simulator profile consisted of four ILS approaches to runway 14 at Kimpo Airport and one VOR/DME approach to runway 32 at Kimpo.

The 747-200 Simulator Training Guide for Instructors, dated February 1997, detailed the various training scenarios used in 747-100, -200, and -300 simulator training at the time of the accident. The training guide described only one of the nonprecision approaches: the VOR/DME approach to runway 32 at Kimpo Airport. The description for this approach included the DME distance to initiate gear and flap configuration changes and specific vertical speed settings during step-down fixes on the approach procedure. Also, this nonprecision approach scenario always involved DME that was located on the airport and colocated and frequency paired with the primary approach navigational facility. Thus, all simulator approach scenarios using DME were approaches for which the pilot had to count down toward the MAP.

The simulator training curricula did not contain nonprecision approaches to other airports or with varied or diverse scenarios. For example, no approach scenarios required the pilot to count down to the DME, fly past the DME, and count up to the MAP, which was required for the runway 6L ILS localizer-only (glideslope out) approach to Guam. At the Safety Board's public hearing, Korean Air's Director of Academic Flight Training and a Korean Air check airman testified that the simulator scenarios were to be followed as published in the training curricula. They also indicated that there were no provisions or guidance that enabled instructors to vary the nonprecision approach scenarios from those published.

The Korean Air Simulator Training Guide contained specific approach scenarios to be used during proficiency checks and type rating simulator checks. These approach scenarios were the same ones taught and practiced during the initial and transition training sessions.

After the accident and subsequent discussions with the Safety Board, the KCAB asked Korean Air to modify its simulator training syllabus to include diverse approaches. The Safety Board notes that the Korean Air simulator training now incorporates a variety of approach scenarios, including approaches in which the DME is not colocated with an on-airport navigational facility and approaches involving countdown/count up DME procedures. Also, the simulator training now includes approaches that are likely to be encountered during domestic and international line operations.

1.17.2.3 Crew Resource Management Program

The Korean Air Director of Academic Flight Training stated that the company instituted a CRM training program in December 1986 as a result of the Korean Air shoot down accident in August 1983 off the coast of the Soviet Union. The director stated that the CRM sessions are not graded and that no program records are kept. Pilots are evaluated on CRM during route checks and proficiency check rides. In addition, pilots receive LOFT during simulator sessions once a year and are evaluated based on how