The argument of "threat to authority" has been around since CRM
began. It is/was a concern in the airline cockpit and the general theme was
if the Capt opened up the cockpit to comment, it would be like voting. No
such thing. There is only *one* PIC and anyone who takes the job seriously
understand the difference. Asking for input is not the same as making
decisions and in the final analysis, the PIC makes the decisions and insures
the implementation is done correctly. Some airlines are even suggesting in
situations where the F/O is flying and something happens, the PIC should
remain in "problem solving" mode rather than jump on the controls and get
involved with stick and rudder solutions. If the F/O is flying okay, leave
that task alone.
>
>I made their comments "G" rated by the way. The challenge, as I see it, is
>that CRM is being placed in an organizational culture that is as old as
>military flight training. And I think CRM's has a place here. However, as
>I build the courseware, what is the best way to train the instructors to
>deal with a new student? Keep in mind some students' book knowledge rivals
>the instructors and many do not, at least in the beginning of the program.
>I am hoping that by teaching the instructors via a CRM skills program they
>will be well enough equipped to go and teach the skills one on one to the
>student as the student grows in situational awareness and skill (the
>students do get a very general course in CRM but it is not skills
>oriented). What I am afraid of is the massive challenge of the necessary
>paradigm shift from the old days (present day?) of "I am the instructor and
>I am right", to "yes, we must have a productive learning environment but I
>value the part you play in the management of human error." Has anyone
>approached CRM at this early level of pilot training? Thanks, Andy Newman
>
>
CRM is beyond the cockpit and I would urge the IPs to make sure the
new student uses *all* the resouces available. The "C" in CRM has changed a
number of times but I like those who espouse THE "C" as "Complete Resouce
Management". Use *everything* available.
Deciding which engine to shut down is NOT resource management. It is merely
following good stick and rudder procedures and not shutting down the wrong
engine. Discussing whether to continue to destination or to divert with a
maint problem...that will entail CRM... is the destination a better landing
area than a diversion field? Does the maint problem require a divert now and
is there a possibility if continuing, the problem may evolve and inhibit
ability to go to either field.? The PIC can open the discussion and then
make a decision.
I brief the crew prior to our first departure. The start point is covering
items I consider critical and how we will handle certain routine events that
happen at some point in almost every 4 day trip. I close with "IF you see
anything you don't like, don't understand, feel uncomfortable with....give
the cockpit a call. We may not respond immediately due to being busy or
being long time Boeing pilots...which means we're partially deaf... but if
you are concerned, call us.."
By opening the floor to comment and being willing to field questions sets
the tone.
Wiley