JAA Administrative & Guidance Material
Section Four: Operations, Part Three: Temporary Guidance Leaflets (JAR-OPS)
01.02.98
Leaflet No. 5: Crew Resource Management - Flight Crew
1. Note: The material contained in this Leaflet has been issued in accordance with Chapter 10 of Administrative & Guidance Material Section Four: Operations, Part Two: Procedures (JAR-OPS). The Operations Committee has agreed the following AMC and IEM texts for inclusion in JAR-OPS 1 Subpart N (some items are already in Subpart N but are included in this Leaflet for completeness). This material is being published as a Temporary Guidance Leaflet in the first instance so as to make it available for use on a voluntary basis by the Authorities and Industry as soon as possible. The introduction below explains in detail the additions and changes made to the AMC/IEM material of Subpart N. In due course, the content of this Leaflet which is entirely new (or contains amendments of existing material) will be subject to NPA consultation , which may give rise to amendment of the text, following which it will be incorporated into JAR-OPS. It should also be noted that the content of this Leaflet may be modified in the light of experience before any NPA consultation.
2 Introduction
2.1 The text in the following revised version of AMC OPS 1.945(a)(9)/1.955(b)(6)/1.965(e), including Table 1, is intended to replace the existing AMC completely. It reflects the 5 categories of CRM:
(i) Initial CRM training;
(ii) Conversion course CRM training when changing aeroplane type;
(iii) Conversion course CRM training when changing operator;
(iv) Command course CRM training; and
(v) Recurrent CRM training.
3. Paragraphs 1.3 and 1.4 reflect the 3 categories of CRM training personnel as follows:
(i) Those who gained an ATPL recently and took Human Performance and Limitations (HPL) exams as part of the licence;
(ii) Those who gained a Flight Crew Licence acceptable under JAR-OPS 1.940(a)(3) before the HPL exam was introduced and who must cover the theory of HPL; and
(iii) Those non-flight crew personnel who are currently practising CRM training personnel, e.g. psychologists, who should have "grandfather rights" in this field.
4. A new AMC, AMC OPS 1.945(a)(9) is introduced addressing the use of automation and some important additional elements have been included in IEM OPS 1.945(a)(9)/1.995(b)(6)/1.965(e). At the same time, the first two paragraphs of the IEM (which are general statements on CRM) have been moved to the beginning of the revised AMC mentioned in sub-paragraph 2.1 above as general introductory text.
5. With respect to AMC OPS 1.965(d) (Emergency and Safety Equipment Training) the text is copied in total from the existing AMC OPS 1.965(e) paragraph 6 but is now attributed to Emergency and Safety Equipment rather than initial and recurrent CRM training. In addition, the content of IEM OPS 1.965, paragraph 5 has also been added to this new AMC.
6. IEM OPS 1.965 (less paragraph 5 as explained above) is really only included for completeness. Paragraph 2 has been amended so as to be consistent with the phraseology concerning the use of an aeroplane or flight simulator in JAR-OPS 1.970 as amended by NPA-OPS-7.
AMC OPS 1.945(a)(9)/1.955(b)(6)/1.965(e)
Crew Resource Management (CRM) Training
(See JAR-OPS 1.945(a)(9)/1.955(b)(6)/1.965(e))
1 General
1.1 CRM is the effective utilisation of all available resources (e.g. crew members, aeroplane systems, and supporting facilities) to achieve safe and efficient operation.
1.2 The objective of CRM is to enhance the communication and management skills of the flight crew member concerned. The emphasis is placed on the non-technical aspects of flight crew performance.
1.3 CRM training should be conducted by at least one CRM trainer possessing group facilitation skills who may be assisted by experts in order to address specific areas. CRM training personnel should at least:
a. Have current commercial air transport experience as a flight crew member; and have either
(i) Successfully passed the Human Performance and Limitation (HPL) examination whilst recently obtaining the ATPL (see JAR-FCL 1.470(a)); or,
(ii) If holding a Flight Crew Licence acceptable under JAR-OPS 1.940(a)(3) prior to the introduction of HPL into the ATPL syllabus, followed a theoretical HPL course covering the whole syllabus of the HPL examination.
b. Have completed initial CRM training; and
c. Be supervised by suitably qualified CRM training personnel when conducting their first initial CRM training session; and
d. Have received additional education in the field of personal awareness, group management, group dynamics and/or conflict management.
1.4 Notwithstanding paragraph 1.3 above, and when acceptable to the Authority, a flight crew member holding a recent qualification as a CRM trainer may continue to conduct CRM training even after the cessation of active flying duties. Similarly, an experienced non-flight crew CRM trainer who is current prior to JAR-OPS implementation and having a knowledge of HPL, may also continue to conduct such training.
2 Initial Crew Resource Management (CRM) Training
2.1 Initial CRM training programmes should provide knowledge of and familiarity with human factors relevant to flight operations. The course duration should be a minimum of one day for single pilot operations and two days for all other types of operations. It should cover all elements in Table 1, column (a) to the level required by column (b) (Initial CRM training).
2.2 If the operator does not have sufficient means to establish initial CRM training, use may be made of a course provided by another operator, or a third party or training organisation acceptable to the Authority.
2.3 Initial CRM training should address the nature of the operations of the company concerned, as well as the associated procedures and the culture of the company. This will include areas of operations which produce particular difficulties, adverse climatic conditions and any unusual hazards.
2.4 When a flight crew member has not previously completed initial CRM training (either new employees or existing staff), then the operator should ensure that the flight crew member completes an initial CRM training course. New employees should complete initial CRM Training within their first year of joining an operator. Flight crew who are already operating as flight crew members in commercial air transportation at the date of JAR-OPS implementation and who have not completed CRM training before should complete an initial CRM training course within the first year of the implementation of JAR-OPS.
2.5 If the flight crew member has not previously been trained in Human Factors then a theoretical course, based on the human performance and limitations programme for the ATPL (see JAR-FCL 1.470(a)) should be completed before the initial CRM training or combined with the initial CRM training.
2.6 Initial CRM training should be conducted in accordance with a course syllabus included in the Operations Manual.
2.7 A flight crew member’s CRM skills should not be assessed during initial CRM training.
3 Conversion course CRM training
3.1 If the flight crew member undergoes a conversion course with a change of aeroplane type, all elements in Table 1, column (a) should be integrated into all appropriate phases of the operator’s conversion course. and covered to the level required by column (c) (conversion course when changing type).
3.2 If the flight crew member undergoes a conversion course with a change of operator, all elements in Table 1, column (a) should be integrated into all appropriate phases of the operator’s conversion course and covered to the level required by column (d) (conversion course when changing operator).
3.3 A flight crew member should not be assessed when completing elements of CRM training which are part of an operator’s conversion course. However, when a flight crew member undergoes an operator’s proficiency check on completion of the conversion course, CRM skills should be included in the overall assessment.
4 Command course CRM training
4.1 An operator should ensure that all elements in Table 1, column (a) are integrated into the command course and covered to the level required by column (e) (command course).
4.2 A flight crew member should not be assessed when completing elements of CRM training which are part of the command course. However, when a flight crew member undergoes a commander’s line check and proficiency check on completion of a command course, CRM skills should be included in the overall assessment.
5 Recurrent CRM training
5.1 An operator should ensure that CRM elements are integrated into all appropriate phases of recurrent training every year and that all elements in Table 1, column (a) are covered to the level required by column (f) (recurrent training). All personnel conducting recurrent training should be capable of integrating CRM elements into their area of training as appropriate.
5.2. An operator should ensure that recurrent CRM training is conducted such that the following areas are covered over a maximum period of 4 years:
a. Human error and reliability, error chain, error prevention and detection;
b. Company safety culture, SOPs, organisational factors;
c. Stress, stress management, fatigue and vigilance;
d. Information acquisition and processing, situation awareness, workload management;
e. Decision making;
f. Communication and co-ordination inside and outside the cockpit;
g. Leadership and team behaviour, synergy.
5.3 A flight crew member should not be assessed when completing elements of CRM training which are part of recurrent training. However, when a flight crew member undergoes an operator proficiency check or line check, CRM skills should be included in the overall assessment.
5.4 The following table indicates which CRM elements should be included in each type of training:
Table 1
6 Co-ordination between flight crew and cabin crew training
6.1 Operators should, as far as is practicable, provide combined training for flight crew and cabin crew including briefing and debriefing.
6.2 There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made for flight and cabin crew instructors to observe and comment on each others training.
IEM OPS 1.945(a)(9)/1.955(b)(6)/1.965(e)
Crew Resource Management (CRM) training
(See JAR-OPS 1.945(a)(9)/1.955(b)(6)/1.965(e)
1 CRM training should reflect the culture of the operator and be conducted by means of both classroom training and practical exercises including group discussions and accident reviews to analyse communication problems and instances or examples of a lack of information or crew management.
2 Whenever it is practicable to do so, consideration should be given to conducting relevant parts of CRM training in synthetic training devices.
3 It is recommended that, whenever possible, initial CRM training be conducted in a group session outside the company premises so that the opportunity is provided for flight crew members to interact and communicate away from the pressures of their usual working environment.
AMC OPS 1.945(a)(9)
Crew Resource Management - Use of Automation
(See JAR-OPS 1.945(a)(9))
1 The conversion course should include training in the use and knowledge of automation and in the recognition of systems and human limitations associated with the use of automation. An operator should therefore ensure that a flight crew member receives training on:
a. The application of the operations policy concerning the use of automation as stated in the Operations Manual; and
b. System and human limitations associated with the use of automation.
2 The objective of this training should be to provide appropriate knowledge, skills and behavioural patterns for managing and operating automated systems. Special attention should be given to the way in which the different modes associated with the automated systems function and interact.
AMC OPS 1.965(c)
Line checks
(See JAR-OPS 1.965(c))
1 Where a pilot is required to operate as pilot flying and pilot non-flying, he should be checked on one sector as pilot flying and on another sector as pilot non-flying.
2 However, where an operator’s procedures require integrated flight preparation, integrated cockpit initialisation and that each pilot performs both flying and non-flying duties on the same sector, then the line check may be performed on a single sector.
AMC OPS 1.965(d)
Emergency and Safety Equipment Training
(See JAR-OPS 1.965(d)
1 The successful resolution of aeroplane emergencies requires interaction between flight crew and cabin crew and emphasis should be placed on the importance of effective co-ordination and two-way communication between all crew members in various emergency situations.
2 Emergency and Safety Equipment training should include joint practice in aeroplane evacuations so that all who are involved are aware of the duties other crew members should perform. When such practice is not possible, combined flight crew and cabin crew training should include joint discussion of emergency scenarios.
3 Emergency and safety equipment training should, as far as is practicable, take place in conjunction with cabin crew undergoing similar training with emphasis on co-ordinated procedures and two-way communication between the flight deck and the cabin.
IEM OPS 1.965
Recurrent training and checking
(See JAR-OPS 1.965)
1 Line checks, route and aerodrome competency and recent experience requirements are intended to ensure the crew member’s ability to operate efficiently under normal conditions, whereas other checks and emergency and safety equipment training are primarily intended to prepare the crew member for abnormal/emergency procedures.
2 The line check is performed in the aeroplane. All other training and checking should be performed in an aeroplane of the same type or a flight simulator, qualified and approved for the purpose in accordance with JAR-STD 1A or, in the case of emergency and safety equipment training, in a representative training device. The type of equipment used for training and checking should be representative of the instrumentation, equipment and layout of the aeroplane type operated by the flight crew member.
3 Line Checks
3.1 The line check is considered a particularly important factor in the development, maintenance and refinement of high operating standards, and can provide the operator with a valuable indication of the usefulness of his training policy and methods. Line checks are a test of a flight crew member’s ability to perform a complete line operation satisfactorily, including pre-flight and post-flight procedures and use of the equipment provided, and an opportunity for an overall assessment of his ability to perform the duties required as specified in the Operations Manual. The route chosen should be such as to give adequate representation of the scope of a pilot’s normal operations. When weather conditions preclude a manual landing, an automatic landing is acceptable. The line check is not intended to determine competence on any particular route.
3.2 In addition to the above duties, flight crew members should be assessed on their crew resource management skills. The commander, or any pilot who may be required to relieve the commander, should also demonstrate his ability to ‘manage’ the operation and take appropriate command decisions. When assessing crew resource management skills, the examiner required by JAR-OPS 1.965(a)(4)(ii) should occupy an observer’s seat.
4 Proficiency Training and Checking
4.1 When a flight simulator is used, the opportunity should be taken, where possible, to use Line Oriented Flying Training (LOFT).
4.2 Proficiency training and checking for System Panel Operators should, where practicable, take place at the same time a pilot is undergoing proficiency training and checking.
Copyright © 1996-2005 by Neil C. Krey unless otherwise indicated.
Non-commercial reproduction rights granted if the following notice is included:
"Source: Neil Krey's CRM Developers Forum, http://www.crm-devel.org"