Originally Posted by GlueBall
Industry Is seriously DEFICIENT In Manual Flying Skills...
...when A332 pilots hand fly and stall in cruise at night.
...when B738 pilots stall and crash on final approach in VMC.
...when DHC-8 pilots pull on the stick, reduce flaps when stick shaker/pusher activates.
...when B772 pilots hand fly short final approach and hit the sea wall on a clear day.
With something like 30,000 flights per day (10,950,000 per year) in the US and 100,000 flights per day (36,500,000 per year) worldwide, I know that I would be hard-pressed to say that the 4 accidents referenced are indicative of an “industry seriously deficient in manual flying skills.” The first 3 cited occurred in 2009, with 2 of those occurring in the same month, February, and the last one occurring in 2013.
However, please, do not take these comments to mean that I do not think a problem is becoming evident – because, I think that a problem does exist and I think it is growing – not diminishing. What is that problem? I think it’s pilot competency – many call it “awareness” or “CRM” – others say it’s probably a lack of “realism” in training … but I think those are somewhat easily applied terms which, in turn, drives a good share of the proposals for correction. Clearly, it’s hard to address a problem when it’s not clear as to what the problem really is; and I believe it is THAT … not being able to clearly recognize THE problem … that is the real problem – and I believe it is more than likely that the industry is throwing what they believe to be “corrective actions” into the mix and remain puzzled as to why things still go wrong. May I say it this way … when driving along the highway you notice that your car seems to be “decelerating” quite abruptly and then accelerating to the speed you had – and this happens every once in a while … perhaps twice in 1 month and then not reoccurring for 6 months. The mechanic at the local repair shop says that he’s heard from the manufacturer that it is likely that one of the brake cylinders is apparently activating, and causing the results you see and feel. After changing all the brake cylinders, changing the brake pads, replacing the brake lines and changing brake fluid a couple of times over a couple of years – you still occasionally experience the same problem. Wouldn’t you get the impression that the cause of the problem is elsewhere? Or would you opt for changing to a different brand of tires? Check the tire pressure? Perhaps fill the tires with that “fix-a-flat” compound that seals small leak from inside the tire?
OK … maybe that’s not a really good analogy … but my point is that if we continue to make the kinds of training changes that we’ve made in the past, we’re likely not going to get any difference from what those changes have provided in the past. I think it’s fair to say that most pilots know what training is necessary to operate a jet transport airplane the way we do around the world. We have to know how the darn thing works – and putting more gizmos aboard, merely means more training on what those gizmos do and what happens when they don’t. Add another gizmo, add more training. Right? Well, maybe not more; maybe we can just pick what training is most important. OK – who picks that? Are there time ceilings on the amount of time we train pilots? We’ve already gone from classroom training to CBT, and CBT from home or the hotel, and we’ve bought less expensive training aids to keep the need for full flight simulation to the minimum when we have to visit the training center. Well, how’s that working out? We’re talking about training … physical and mental training. We all recognize that there are a lot sports teams that depend on physical and mental training to get their teams ready to play during “the season.” Do we see these professional sports teams putting a “cap” on the amount of training those players receive? No, certainly not. The pre-season training sessions are long and demanding. But it doesn’t stop there – in US football (no, not soccer, guys) there are week-long training sessions prior to each game. In baseball there is batting practice and field training for a bit prior to each game, and pitchers always practice before they enter the game. Why is this? Sure, it's good to get the muscles warm, but it goes beyond this as well … repetitive psychomotor training, repetitive practice for physical and mental coordination are integral components of training for successful performance – and that’s true for all positions on the team.
I think it is time – actually, past time – to take a look at how airline crews are trained … what they are trained on … how often … to what standards. Fortunately, in my mind anyway, there are a couple of international working groups that are working NOW, as we speak/write, that are attempting to address those questions – as well as questions about what is required for the major pieces of training equipment used in pilot training programs … flight simulation equipment. They are also addressing the background, experience, and training for both flight instructors and evaluators as well. These groups are made up of regulators, airlines, pilots, groups representing airline unions and pilot unions, professional trainers and educators, providers of pilot training, manufacturers of pilot training equipment – flight simulation training devices, and a host of other professionals and interested parties. I think THESE efforts are the BEST bet to finally get to an understanding of what is required. Anyone who passes on the opportunity to participate or provide information to these groups, is saying that they don’t care what occurs, because they have their own interests. How do YOU feel? What do YOU think? What do YOU want? ...and don't tell ME ... take your experience and your opinions directly to and get involved in one of those groups!