Crew Resource Management

THE CREW CONCEPT

COMMUNICATION
The Dictionary defines the word "crew" as: "A group of people
working together...." We'll consider our "group," for the sake of this
discussion, to be "two," a pilot and a co-pilot, but could be a much
larger group, like the crew of a jumbo jet, or a cruise ship. .
The first thing that becomes obvious to the new jet pilot is the
necessity that all tasks be performed as a "crew." This requires a
constant, friendly communication between crew members involving
all phases of the flight, from preflight planning to the "parking"
checklist at the termination point. This communication can take the
form of a simple question, such as, "What altitude did he say?" to,
"Did you notice that oil leak on the preflight?" This constant cross-
referencing of data drastically reduces the possibility of error which,
in turn, reduces mistakes, and just might preclude an accident.
BACKING EACH OTHER UP
The crew member who is not flying the airplane should watch
everything the flying crew member does. Watch headings, altitudes,
speeds, power settings, and any performance trends, crossing
restrictions, speed restrictions and the like. And don't be reluctant to
bring it to their attention when it becomes obvious that no correction
is forthcoming. Do not ever let yourself be tagged as reluctant or
timid. A strong and assertive Captain usually favors a copilot with
the same traits.
ORGANIZATION
Some jet crews are organized and others are not. Some seem to have
whatever they need at their fingertips, while others rarely do. Plain
and simple, there is never an excuse to go digging for an approach
plate or a low altitude chart when a controller gives you something
you are not expecting. Before you begin a descent, have all approach
plates, STARS, SIDs, and the appropriate low altitude and/or area
charts for your landing airport out of their binders and within reach.
If the weather is poor, make sure you have the same information
handy for your alternate--just in case. More than once I've witnessed
a crew given a "go-around" followed immediately by a SID. The
weather was good and the crews were obviously expecting neither
the go-around nor the SID. They were embarrassed.

WHO DOES WHAT IN THE COCKPIT

This is the easy part. If you are flying the airplane, you should do
nothing but fly. If there anything you need, just call for it. This
includes gear, flaps, lights, radio frequencies, coffee; anything that
you wish. The pilot flying should, however, keep one ear tuned to
ATC, even though the other pilot is doing the communicating. The
PIC must have the "Big Picture" at all times. When you are flying,
you need not operate your own gear, flaps and radios, but DO NOT
LET YOUR BRAIN GO INTO THE STANDBY MODE! If you are
not flying, you should be responsible for everything except the
physical manipulation of the controls. This responsibility includes
all navigation and communication frequency changes, all radio
communication, and, of course, gear, flaps, lights, and the
appropriate checklists. Stay ahead of the situation. Anticipate the
needs of your fellow crew member, and be prepared to help.
CHECKLISTS
There is absolutely nothing wrong in developing a flow pattern as a
method for accomplishing the required items on a checklist. In fact,
a checklist is just that, a CHECKLIST, not a "DO" list. Make sure
that your crew reads each item, and solicits the required response, no
matter how repetitive or seemingly unnecessary this task might
seem. Everyone will eventually overlook something of consequence,
and that's what the methodical use of a checklist will prevent.
The checklist is not to be considered a solution to all problems you
will face. The checklist can not think, nor can it deal with all
situations. It merely exists as an aid to the flight crew. When
properly used, it will prevent items from being forgotten, and serve
as a handy reference when you must perform a procedure that is not
often used. Do not use a checklist like a cookbook. Review the
normal, abnormal and emergency procedures. If you do not
understand what is happening to the aircraft systems as you
complete the checklist, you don't know the aircraft well enough.
PRIORITIES
If there is any one element in flying, especially instrument flying,
that can put the crew of a jet behind the eight ball, it is the simple
inattention to what the flight instruments are telling you. Your
number one priority, when you're flying, is to keep your airplane on
its assigned altitude, and pointed in the right direction, meaning: on
a heading that is appropriate; such as, flying an airway or an
approach course. When things are not going well, you want to get on
the ground. This is not done most quickly by flying in the wrong
direction.
All this might not sound so silly if you could watch video tapes of
jet crews in simulated emergency situations. Many of us pilots suffer
from our own egos, and feel that we are the only ones "up front"
who are capable of managing the complexities of our aircraft's
systems, things can sometimes get out of hand.
One of the best emergency checklists I've ever read began this way:
Step one: Fly the airplane. Step two: Maintain your assigned altitude
and desired flight path. Then--with the assistance of your crew,
figure out what the problem is, and proceed with the business of
dealing with it.
EMERGENCIES & ABNORMAL PROCEDURES
The word "EMERGENCY" strikes fear into the hearts of us all. In
my opinion, an emergency only exists when the safe completion of
the flight is in doubt. Once it is established that the flight will have a
safe conclusion, the "Emergency" evolves into the less ominous
"Abnormal Procedure". Is the loss of cabin pressure an emergency?
Yes, but only until the crew and passengers are breathing
supplemental oxygen. Once oxygen is in use, the emergency
becomes an abnormal procedure called "Emergency Descent". It is
the same with an engine failure in any transport category airplane.
Loss of an engine is an emergency only if the pilot does not
maintain control of the aircraft. The difference is psychological I
agree. Do we tense up at the thought of an "Emergency", or calmly
perform an "Abnormal Procedure". You decide.
TAKEOFF BRIEFING
Prior to takeoff, the Captain will brief the co-pilot as to his duties
and responsibilities during the departure phase of the flight. Each
captain may elect to assign slightly different duties to the co-pilot.
For example, some captains will allow the co-pilot the authority to
call an abort, and others prefer that the nature of the emergency be
called out such that they may make that decision themselves. The
briefing should include, but need not be limited to the following:
o Departure Runway
o Clearance - Departure Procedure
o Co-pilot action during takeoff - Normal
o Call outs during takeoff & departure
o Reasons to abort a takeoff (Engine Failure etc.)
o Co-pilot action during Aborted Takeoff
o Engine failure at or after V1
o Review of "Standard Calls"
If you have flown with the particular co-pilot previously and are
sure that the duties and responsibilities of each crew member are
understood by all, you may elect to specify a "Standard Briefing".
Do not do this with a pilot who has not demonstrated the
understanding and ability YOU require. The term "Standard Calls"
has different meanings to different pilots. When any doubt exists,
the entire briefing should be performed.
The following is a sample briefing given by the "Pilot Flying" to the
"Pilot Not Flying" on a particular leg of a trip.
We are departing on Runway 30. Our clearance is maintain
runway heading until 1500 AGL then turn left heading 270 for
vectors to BOGUS intersection, , then as filed, maintain 3000'.
I will advance the thrust levers, sync them at 70 to 80% and call
for "Max Power," as I further increase power, you set the
computed takeoff power then respond "Power Set". Call out "70
KTS" (cross check airspeed indicators), call out " V1", call out Vr
as "Rotate", call out "Positive Rate", and "V2". Advise me of any
malfunctions, back me up on the power and make the standard
calls as briefed. If you see any action on my part that you feel is
unsafe, or in error, or in question, bring it to my attention
immediately. You are a required crew member and your presence
is essential to the safety of this flight. You are not just a "gear,
flap, and radio operator," act accordingly. If we have an engine
failure, fire, or other emergency before V1, we will abort. I will
retard the thrust levers, apply the brakes and thrust reverse, and
call for speedbrakes which you will extend upon my command.
Advise the tower of our situation as time permits.
If we have an engine failure, fire, or emergency after V1, we will
treat it as an in flight emergency. We will retract the gear at
positive rate, then climb at V2 to 400 AGL prior to performing the
Engine Fail/Fire or appropriate checklist on my command. Make
the "Standard Calls". Do you have any questions?
APPROACH BRIEFING
Prior to initiating an instrument approach, the flight crew should
review and discuss the procedure. This may prevent confusion in the
cockpit, some heated arguments, and possibly save you from getting
a nasty letter from the FAA.
The pilot who will conduct the instrument approach should direct
the other pilot to fly the aircraft while he studies the approach chart.
Once familiar with the chart he should take control of the aircraft
and direct the other pilot to study the chart as well. After both pilots
are familiar with the approach procedure to be used, the pilot flying
should brief the pilot not flying to reduce the probability of a
misunderstanding.
The following is a sample briefing given by the "Pilot Flying" to the
"Pilot Not Flying" prior to an instrument approach.
We are going to make an ILS approach to runway 30 at Long
Beach Airport. Current ATIS information is "Charlie". The
localizer frequency is 110.30, and the inbound course is 301º. The
compass locator frequency is 233 kHz. Minimum altitude prior to
glide slope intercept is 1600 FT. The DH is 235 FT barometric and
200 FT radar. The missed approach procedure is "Climb straight
ahead to 800 FT, then a left climbing turn to a heading of 200
degrees, maintain 2500 FT. Intercept the Los Angeles 145 radial
and proceed to PADAR intersection. Do you concur? Any
misunderstandings should be resolved prior beginning the
approach.
STANDARD CALLS
Each company, and many times each pilot, has what they consider to
be "Standard Calls", or "Standard Briefing or Procedures". You must
learn these "Company Procedures" as you fly with various
organizations. The following is our own set of "Standard Calls" at
AvGroup. You may wish to modify them to suit your operation.
This is fine, but make sure both pilots understand what they are.
Call:
1. Any failure, malfunction, or warning light.
2. Any airspeed deviations of more than 10 KTS from
an assigned or target speed. Any deviation below
the minimum safe speed in the current
configuration.
3. Any deviation below minimums on an instrument
approach without both pilots having acknowledged
"Runway in sight".
4. On an IFR approach, "1000 AGL", "500 AGL", "100
Ft above minimums", and "Minimums."
5. Altitude deviations more than 100 Ft enroute. 1000
Ft prior to assigned altitudes in a climb or descent.
Passing 10,000 Ft and 18,000 Ft
6. Any condition or situation that may adversely affect
the safety of flight.