Steve Thatcher.
-----Original Message-----
From: Jean C. Rudaz [mailto:Rudaz_at_mail.hitel.net]
Sent: Tuesday, 25 August 1998 9:29
To: crm-devel_at_db.erau.edu
Subject: Re: Power Gradient
HI,
At Asiana we have a very good CRM course prepared by Malaysian Airlines.
Captain Azmi Mohd Radzi was in Seoul to help. I believe Malaysian
have great experience of culture in aviation. Malaysian people are open
minded.
Here in Korea it is very different and may be one of the country where the
culture is the most strict and not open to variation.
As foreigner it is very difficult to make changes. To succeed we have first
to
understand the local culture and then try to convert this local culture into
an
international aviation culture, because it is not many ways to fly safely an
aircraft.
The question here is why, when we have a good CRM course, pilots do not
follow
it ,and incidents/accidents continue to happens?
During last 3 weeks the following happens:
-Korean air destroyed a nearly new B747-400 during landing at Kimpo,
people were injured during the evacuation.
-Few day later, during landing an Asiana B767 went off the runway at Kimpo
The captain manage to get the aircraft back on the runway!!! Miracle?
-An Asiana B747-400 blow up all tires and stop few meters before the end of
the
runway at Tashkent, because the captain make an RTO at 120 Kts for an
advisory
message on the EICAS. As he do not selected any reverser, the spoilers does
not
extended and, and , and!!!!!
All those events are related to poor CRM/HF and decision making.
The paper from Steven Thatcher is excellent and reflect the reality. What
is
valid in USA or other part of the world is certainly inefficient here or
somewhere else The way of teaching must be adapted to the local culture
having in
mind to slowly reach the same level as a more dominant culture. Not national
dominant culture, but AVIATION CULTURE.
As you may recall, last week I tested one of our F/O during climb. The
reason was
to have an actual fact to talk about during my ground school. I got the best
results when I can discuss an event rather that talk theoretical.
This morning I had a CRM class composed of 7 captains and 5 F/O.
I explained what happens during this flight and asked my audience if the F/O
has
done a good job or not.
All captains and 2 F/O (abinitio trained in the USA), says NO. The F/O
should have
tell something like this "captain I understood Fl 310, do you want me to
recheck
with ATC"
After reconfirmation the captain should have reselected the MCP and says
"Thanks
you and sorry I missed the FL".
The 3 other F/O, all from military were silent.
All captains want to be informed immediately and directly by the F/O if they
make
a mistake or if the F/O feels something is wrong. Delay can make it too
late.
Then why they are not doing it? Because they do not know how to tell their
concern to the captain and also because they are sometime unsure of the
reality
(poor technique and poor English).On top of all the captain is not prepared
to
receive and to act on remarks or concerns coming from other crew member.
Improvement will comes with the younger captains who are more willing to
accept
team work.
Now what next? I believe a meeting as been set up to discuss this event with
the
management. The director of OPS will send a memo to all pilots emphasis the
need of direct communication between pilots and set up the tone how to talk
to
each other without offending any one. This subject could not be treated by
SOP.
I do not know if I have been able to improve something in this difficult
CULTURE
who too many times is an excuse for not challenging the action of the other
(s)
crew members.
Unfortunately here the prevention is poor. Corrections only happens after
an
event, incident, or accident. Sometime we have to create it to make some
slow
progress keeping in mind that CRM is not an exact science. Flexibility and
understanding (and courage) is required at all time.
Our forum is a great helper for people outside the real world. Thanks to
all.
Jean-Claude