CCC, CRM and MCC for helicopter
Hypothetical situation to prompt disussion over CRM methods in the cockpit ... please also indicate if you already fly multi-crew (be interesting to see if views differ):
Scenario:
Pilot A - Owner of aircraft, PPL, considerable experience, right hand seat flying pilot, VFR only machine
Pilot B - CPL, limited experience, left had seat pax, duals fitted
Gradually deteriorating weather is forcing the cruise alt lower and lower. Pilot B first raises concern over weather and tries to discuss alternatives.
Pilot A quotes "local knowledge" and that "it normally improves at the end of this valley". Pilot B is unhappy but elects to refrain from further comment.
Aircraft is now in / out of low cloud (200'), more out than in and in sight of ground for 95% of time.
Pliot B is now getting more nervous but assumes this is a lack of experience and concentrates on accurate position fixes for Pilot A.
A handful of minutes later the aircraft is now full IMC, 100' AGL, close proximity of high-tension cables running parallel to track, road below appearing just long enough to confirm alt and position. Pilot B now has alarm bells ringing as this goes against all training Pilot B has received so far.
Between Pilot A flying on instruments, Pilot B map / gps monitoring, instrument checking and itching to come on to controls, workload in the cockpit is HIGH and discussion limited to information necessary for safe continued flight: "Powerlines coming up on the nose, 500m... you are now facing next waypoint... jeez, watch these cables on the left".
With a sigh of relief the aircraft returns to base without incident.
Summary:
Having read many accounts in accident reports how these situations turn out differently, would anyone care to comment?
- Did Pilot B over-react when Pilot A clearly knew where they were and were able to cope with flying the machine well in IMC (although not IR'ed)
- Should Pilot B have voiced concerns earlier and insisted on a different course of action?
- Should Pilot B have assumed control of the aircraft and landed prior to full IMC?
- Would the best course of action have been to climb not press on in IMC?
- Was Pilot B correct once it was clear the flight was continuing to put aside concerns and concentrate on getting out of the soup or should Pilot B have insisted on landing or turning around?
- Have any of you found yourselves in this position ?
- Do more solo rotary-wing hours as a PPL make for better experience than fewer hours but mostly dual for a CPL (i.e. trained to a higher standard)?
I am really after a balanced view here from any pilot whether you are a low hour PPL or high-time IR, Multi-crew ATPL, and would welcome all of your comments.
Thanks,
FO