Single pilot CRM
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Single Pilot CRM course
And there's you all thinking I've not managed to find one yet !! Not quite - after a fair bit of dicking about getting the thing organised, a single pilot CRM course took place at Cabair's Elstree offices on 26th June. There were three fixed wing attendees, and four rotary people there - I know for a cert that all the fling wings are PPRuNers cos that's how they found out about the course !
Laurie Benn, of London Metropolitan University, was the instructor on the day. Laurie's background is ex-RAF multi-engine, but as a saving grace he's got 30 hours on helicopters.
First off, there was a quick review of HPL - an "honorary pass" was awarded to all, even those who'd answered the questions just before Laurie shouted out the correct answer.
The rest of the day was taken up with the CRM side. The basics of the human information processing system's workings, a short disccusion on error chains and stress and stress coping strategies was followed by a video of an F28 accident in Canada. Discussion afterwards about "where would you have stopped it" shows the multiple opportunities the crew had to prevent the accident, but didn't.
CRM was defined into four major areas - Leadership/teamwork, Communication, Situational awareness and Decision-making.
A longer case study of an accident to a Saudia L1011 in 1980 followed. A video (World in Action drama-documentary) and a synopsis of the accident report highlighted some major failings of the crew to meet any of the four main areas in CRM.
After this case study, each of the four main CRM areas was covered in detail. Then followed another case study - this time Kegworth (BMI 737-400 which ended up on the M1). I must admit, the analysis changed my mind - I thought the crew were short-changed by their training and the aircraft design, but now I think they could have done better. But hey, I wasn't there at the time !
The last item of the day was about a decision making process called "GRADE". Here goes :
To me that was the most important thing I got out of the day - a take-away personal decision making tool which I'll try to employ ! If you read about me in an accident report, you know it hasn't worked too well.
We (the r/w group) were lucky - the course was £90 per person as we shared the cost with Cabair. If you find a course, then it may well differ from that. Although the course material was biased towards a multi-crew fixed wing environment, the only difference in a single crew rotary situation is that you're responsible for checking your thought processes - if you can be scrupulously honest with yourself and pedantic about process and procedure then you stand a good chance of applying CRM principles with a degree of success, and as far as I'm concerned that is as simple as staying alive.
Lastly, check out the UK CAA's CAP 737 - apparently it's rare because it's published by the CAA but still useful !
Laurie Benn, of London Metropolitan University, was the instructor on the day. Laurie's background is ex-RAF multi-engine, but as a saving grace he's got 30 hours on helicopters.
First off, there was a quick review of HPL - an "honorary pass" was awarded to all, even those who'd answered the questions just before Laurie shouted out the correct answer.
The rest of the day was taken up with the CRM side. The basics of the human information processing system's workings, a short disccusion on error chains and stress and stress coping strategies was followed by a video of an F28 accident in Canada. Discussion afterwards about "where would you have stopped it" shows the multiple opportunities the crew had to prevent the accident, but didn't.
CRM was defined into four major areas - Leadership/teamwork, Communication, Situational awareness and Decision-making.
A longer case study of an accident to a Saudia L1011 in 1980 followed. A video (World in Action drama-documentary) and a synopsis of the accident report highlighted some major failings of the crew to meet any of the four main areas in CRM.
After this case study, each of the four main CRM areas was covered in detail. Then followed another case study - this time Kegworth (BMI 737-400 which ended up on the M1). I must admit, the analysis changed my mind - I thought the crew were short-changed by their training and the aircraft design, but now I think they could have done better. But hey, I wasn't there at the time !
The last item of the day was about a decision making process called "GRADE". Here goes :
- G - Gather ALL available information.
- R - Review the information
- A - Analyse the alternatives, determine which are safe
- D - Decide and DO
- E - Evaluate the outcome, i.e. start the process over again
To me that was the most important thing I got out of the day - a take-away personal decision making tool which I'll try to employ ! If you read about me in an accident report, you know it hasn't worked too well.
We (the r/w group) were lucky - the course was £90 per person as we shared the cost with Cabair. If you find a course, then it may well differ from that. Although the course material was biased towards a multi-crew fixed wing environment, the only difference in a single crew rotary situation is that you're responsible for checking your thought processes - if you can be scrupulously honest with yourself and pedantic about process and procedure then you stand a good chance of applying CRM principles with a degree of success, and as far as I'm concerned that is as simple as staying alive.
Lastly, check out the UK CAA's CAP 737 - apparently it's rare because it's published by the CAA but still useful !
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Some main topics from a helicopter ground school syllabus.
X. Cockpit Resource Management
Implemented for single-pilot GA, Crew Resource Management is used by airlines or other multi-crewed operations.
PIC must take charge, take responsibility, be proactive.
Passengers can be utilized, look for traffic, point out of the ordinary things.
Main Areas
Knowledge – knowing and understanding
Skills – apply the knowledge.
Ability – using skills to accomplish something.
POH – read cover to cover, know and understand limitations.
Knowledge of Instruments and CB’s
Preparation
Check weather, routing, TFR’s, delays. Pressure and density altitudes at departure and arrival points, can we hover ?
Prepare a navigation log for a XC flight.
Preflight
Condition of the aircraft and equipment, is it legal to go ? Annual inspection, 100 hour, when done, when due (hours remaining). Transponder, altimeter checks.
Departure
Note hover power and maximum power available for temperature and altitude. Is there at least 1” of manifold pressure difference as to allow takeoff.
Visualize the anticipated departure path and climbout for obstacle clearance.
Enroute
Keep a lookout for traffic, fly, navigate, monitor systems, get weather updates.
Keep navigation log updated, keep tabs on fuel usage.
Be aware of changing or unforecast weather conditions (report to flight watch)
ASOS and AWOS can be source of local enroute and ground wind information.
Flight Following can be requested.
Descent
Plan the descent with care, be aware of CFIT. Day and Night can be treated differently especially over unfamiliar terrain.
Arrival
Uncontrolled versus controlled airports (appropriate radio calls). Avoid the flow of fixed wing traffic unless certain patterns are depicted on charts, NOTAMS, Airport Facility Directories. Use ASOS, AWOS, ATIS.
Approach and Landing
Determine landing direction and active runway. Make required radio calls.
Be prepared for a go-around.
To Do – Fly the aircraft, navigate, and then communicate.
XI. Situational Awareness
Crew’s perception of facts and conditions affecting the safe outcome of the flight. Situational Awareness is seeing the big picture.
Clues to the level of situational awareness:
- Failure to meet targets
- Use of undocumented procedures
- Departure from standard operating procedures
- Violating minimums or limitations
- No one flying the aircraft
- No one looking out the window
- Communications breakdown
- Ambiguity
- Unresolved discrepancies
- Preoccupation or distraction
- “Bad feeling”
Accidents are usually a result of a chain of events, one needs to break a link to end the chain.
X. Cockpit Resource Management
Implemented for single-pilot GA, Crew Resource Management is used by airlines or other multi-crewed operations.
PIC must take charge, take responsibility, be proactive.
Passengers can be utilized, look for traffic, point out of the ordinary things.
Main Areas
Knowledge – knowing and understanding
Skills – apply the knowledge.
Ability – using skills to accomplish something.
POH – read cover to cover, know and understand limitations.
Knowledge of Instruments and CB’s
Preparation
Check weather, routing, TFR’s, delays. Pressure and density altitudes at departure and arrival points, can we hover ?
Prepare a navigation log for a XC flight.
Preflight
Condition of the aircraft and equipment, is it legal to go ? Annual inspection, 100 hour, when done, when due (hours remaining). Transponder, altimeter checks.
Departure
Note hover power and maximum power available for temperature and altitude. Is there at least 1” of manifold pressure difference as to allow takeoff.
Visualize the anticipated departure path and climbout for obstacle clearance.
Enroute
Keep a lookout for traffic, fly, navigate, monitor systems, get weather updates.
Keep navigation log updated, keep tabs on fuel usage.
Be aware of changing or unforecast weather conditions (report to flight watch)
ASOS and AWOS can be source of local enroute and ground wind information.
Flight Following can be requested.
Descent
Plan the descent with care, be aware of CFIT. Day and Night can be treated differently especially over unfamiliar terrain.
Arrival
Uncontrolled versus controlled airports (appropriate radio calls). Avoid the flow of fixed wing traffic unless certain patterns are depicted on charts, NOTAMS, Airport Facility Directories. Use ASOS, AWOS, ATIS.
Approach and Landing
Determine landing direction and active runway. Make required radio calls.
Be prepared for a go-around.
To Do – Fly the aircraft, navigate, and then communicate.
XI. Situational Awareness
Crew’s perception of facts and conditions affecting the safe outcome of the flight. Situational Awareness is seeing the big picture.
Clues to the level of situational awareness:
- Failure to meet targets
- Use of undocumented procedures
- Departure from standard operating procedures
- Violating minimums or limitations
- No one flying the aircraft
- No one looking out the window
- Communications breakdown
- Ambiguity
- Unresolved discrepancies
- Preoccupation or distraction
- “Bad feeling”
Accidents are usually a result of a chain of events, one needs to break a link to end the chain.
Thread Starter
Single Pilot CRM course providers
During the course of my search for a course, I came across contact details for lots of people who allegedly run such courses. One of those listed below may be able to help you. I've no connection with any of them, except for the fact I've actually been on the LMU course ! Some of the numbers may have changed, and email addresses may also be wrong.
- Hitec Resources - 01427 668043
- LGU - 020 7320 1757 - [email protected]
- LMQ - 1342 893168 - www.lmq.co.uk
- Hunton Associates - 0116 2705993 - www.huntonassociates.com
- London Heli Centre - 01737 823514 (contact Peter Abbott)
Last edited by The Nr Fairy; 2nd Jul 2003 at 02:16.
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The NR Fairy.
Call me Mr Thicky if you will, but CRM indicates to me that there is more than one in the cockpit.
After all the English Dictionary defines "crew" as "ship's aircraft's company;gang (of workmen, people)."
So single pilot CRM is all about talking to yourself then is it
Even after reading all the points above I cant but think that they all belong under the good old heading of AIRMANSHIP.
Just a passing thought!
Call me Mr Thicky if you will, but CRM indicates to me that there is more than one in the cockpit.
After all the English Dictionary defines "crew" as "ship's aircraft's company;gang (of workmen, people)."
So single pilot CRM is all about talking to yourself then is it
Even after reading all the points above I cant but think that they all belong under the good old heading of AIRMANSHIP.
Just a passing thought!
Last edited by INDI TREES; 3rd Jul 2003 at 03:32.
Mr Thicky:
Crew Resource Management, also referred to as:
COCKPIT Resource Management.
One presumes, that the complement for that a/c, occasionally includes other persons: passengers /crewmembers, etc. This requires some form of MANAGEMENT.
Irrespective of this, a single pilot a/c still requires environmental, ergonomic, logistical management, too
Do the course first then comment on it, perhaps?
Crew Resource Management, also referred to as:
COCKPIT Resource Management.
One presumes, that the complement for that a/c, occasionally includes other persons: passengers /crewmembers, etc. This requires some form of MANAGEMENT.
Irrespective of this, a single pilot a/c still requires environmental, ergonomic, logistical management, too
Do the course first then comment on it, perhaps?
Thread Starter
INDI :
You're right, Airmanship is part of single pilot CRM, and vicky versy.
And I was, according to Laurie Benn, behind the times until I was put straight last week. CRM was "Cockpit Resource Management", then "Crew Resource Management" and now it's "Corporate Resource Management".
You're right, Airmanship is part of single pilot CRM, and vicky versy.
And I was, according to Laurie Benn, behind the times until I was put straight last week. CRM was "Cockpit Resource Management", then "Crew Resource Management" and now it's "Corporate Resource Management".
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The Nr Fairy,
Ok, Nice one you got me.
I guess I fell down a bit on my TLA's.
It's been a bit since I did my last CRM course, however, is this not just a gimicky way of re-packaging those traditional skills of professional airmanship that all pilots, single crew or not are encouraged to aspire to?
A good instructor should be able to instill all the required skills in a new pilot, so that the student has the "BUG" to keep learning long after he/she is left alone in the cockpit.
IMHO, courses can get you the ticks in the boxes, but there is no substitute for actualy getting out there and gaining the experience that is necessary for good Cockpit Resource Management.
" Looking out is good, Looking down is ESSENTIAL"
Ok, Nice one you got me.I guess I fell down a bit on my TLA's.
It's been a bit since I did my last CRM course, however, is this not just a gimicky way of re-packaging those traditional skills of professional airmanship that all pilots, single crew or not are encouraged to aspire to?
A good instructor should be able to instill all the required skills in a new pilot, so that the student has the "BUG" to keep learning long after he/she is left alone in the cockpit.
IMHO, courses can get you the ticks in the boxes, but there is no substitute for actualy getting out there and gaining the experience that is necessary for good Cockpit Resource Management.
" Looking out is good, Looking down is ESSENTIAL"
Indi, I'd guess you are of maturing years, perhaps a significant number of hours under your belt?
I'm possibly in that area too!
The lesson I'm trying to teach myself is that because I am getting "very experienced" in what I do, now; doesn't necessarily mean that there is not a better or more effective way of doing it.
I try my damndest to remain 'available to change', open to ideas, though sometimes one has to bite one's tongue.........
The old ways are not necessarily the best, methinks?
I'm possibly in that area too!
The lesson I'm trying to teach myself is that because I am getting "very experienced" in what I do, now; doesn't necessarily mean that there is not a better or more effective way of doing it.
I try my damndest to remain 'available to change', open to ideas, though sometimes one has to bite one's tongue.........
The old ways are not necessarily the best, methinks?
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So thats what this single pilot CRM thing all about, never did find out.
I talk a lot to myself so this sure is the way to learn to do it right!
I have had trouble with me not being sensitive enough to myself leaving me very emotional after a hard days work or discussing sensitive matters.
I talk a lot to myself so this sure is the way to learn to do it right!
I have had trouble with me not being sensitive enough to myself leaving me very emotional after a hard days work or discussing sensitive matters.
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The Crew Resource Management Swindle
So you fly single pilot, you have to waste time and money on it, you have no choice if you want to keep working.
As my Chief Bannana said at the time after a protracted moan on my part
"just do it but if I ever hear you argueing with your self when you jump out the helicopter your sacked"
So you fly single pilot, you have to waste time and money on it, you have no choice if you want to keep working.
As my Chief Bannana said at the time after a protracted moan on my part
"just do it but if I ever hear you argueing with your self when you jump out the helicopter your sacked"
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The stuff I do is a bit different from that - does it not occur to some people that if you use a GPS rather than a map, that that is bad CRM? Or not using a perfectly good landing spot when all a customer has to do is walk 50 yards?
How do you deal with bullying customers anyway, or bullying management? How do your eyes really work when it comes to focussing on a load at the end of a longline? It's all relevant!
It's all very well to sneer, but in my experience the people who do are the people who need it most, although it is fair to say that those in authority seem to hasve lost their way a bit
Phil
How do you deal with bullying customers anyway, or bullying management? How do your eyes really work when it comes to focussing on a load at the end of a longline? It's all relevant!
It's all very well to sneer, but in my experience the people who do are the people who need it most, although it is fair to say that those in authority seem to hasve lost their way a bit
Phil
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As a Charter Member of the "I Hate the Acronym of the Week" Club, let me tell you, Paco, why the things you list are being a bad pilot, or being a bad human or just being a pain in the ass.
None require a new acronym, and a new Way Of Thinking (that's WOT for those who need acronyms!)
Thinking that a single pilot needs CRM is silly.
None require a new acronym, and a new Way Of Thinking (that's WOT for those who need acronyms!)
Thinking that a single pilot needs CRM is silly.
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I might be loosing some part of Nick message, but being a single pilot crew, doesn't mean only one person on board, so my crew includes a pilot and a winch operator and even some times also a rescuer on board, so I would be more than happy to asssit to one of those courses where some experience and thoughtfull guy makes me look and some good advices about what is going on in the cockpit, that if we talk Crew .....
If we talk Cockpit R....... also would like to listen to good advice on how to handle all the equipment on board as well as other staff (maps, gear, etc).
If we talk Corporate R....... also would like to know some approches on how to handle pressure from customers,staff and operation itself.
In case you fly alone it's a good thing to do it as if your loved ones where on board so you don't fool around too much, so you're never really alone.
For all those reasons I would be more than happy to hear what Paco has to say about all that.
Anyway it's just my opinion.
BTW I have a great respect for Mr. Lappo's proffesional work in and out of this forum.
Buen vuelo
If we talk Cockpit R....... also would like to listen to good advice on how to handle all the equipment on board as well as other staff (maps, gear, etc).
If we talk Corporate R....... also would like to know some approches on how to handle pressure from customers,staff and operation itself.
In case you fly alone it's a good thing to do it as if your loved ones where on board so you don't fool around too much, so you're never really alone.
For all those reasons I would be more than happy to hear what Paco has to say about all that.
Anyway it's just my opinion.
BTW I have a great respect for Mr. Lappo's proffesional work in and out of this forum.
Buen vuelo
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Matador,
You are right, when there is a crew, CRM is valuable, and a winch operator or medical crew is absolutely a member of the team. I was quite wrong to fail to mention that distinction.
This brings up that ancient thread, where police observers are not members of the crew, per se. So, does one need CRM when they are just sitting there and not "crew"? ;-)
You are right, when there is a crew, CRM is valuable, and a winch operator or medical crew is absolutely a member of the team. I was quite wrong to fail to mention that distinction.
This brings up that ancient thread, where police observers are not members of the crew, per se. So, does one need CRM when they are just sitting there and not "crew"? ;-)
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Thinking that a single pilot *doesn't* need CRM is silly - single pilots are the ones taking off in overweight beavers and helicopters and flying into mountains in bad weather. They are the ones with no feedback from their peers as to whether what customers or management are wanting is normal or not (see my last article in Vertical on that one).
Actually, my acronym stands for *Company* resource management, and I encourage them all to join in. At our place, we pretty much know what each other's problems are, engineers and observers included, and there sure ain't no friction. The job gets done smoothly and efficiently with no BS and we all go home safe and sound. If it comes to that, observers are the most important members of our team
Phil
Actually, my acronym stands for *Company* resource management, and I encourage them all to join in. At our place, we pretty much know what each other's problems are, engineers and observers included, and there sure ain't no friction. The job gets done smoothly and efficiently with no BS and we all go home safe and sound. If it comes to that, observers are the most important members of our team
Phil
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Paco, I agree with Nick, it is silly. In the States what your teaching/lecturing is common sense. Stupid pilots don't use a loadsheet and still fly into cumulus granitus for two reason only.....they're stupid or educated badly. Any pilot in the states ( in general) are taught the basic theory WHILE they're flying, where Europe tends to seperate the two, creating no link between what is taught in the classroom and "real life", probably creating a need for your type of course. I'd love to see your course directed at the Asian marked...they tend to do whatever management tells them to purely out of "company spirit"....
Then again, Nick might be wrong
Then again, Nick might be wrong
It is disappointing today that people are dismissive of CRM due only to what they believe the letter "C" may or may not stand for.
Over the decades,CRM has metamorphosed into an all encompassing philosophy pertaining to the way we interact with others on the ground/in the air, how we interface with our aircraft and the technology onboard; it relates to accident prevention, medical factors, personality profiles/problems and much more besides.
It may be argued that much of CRM should come under the heading of Airmanship; even Nick implies that only bad pilots need this remedial tuition. It is far too easy to write off CRM as some tree-hugging, pinko, Californian irrelevance to the real men of the flying world. Sadly, the same old problems/accidents/errors continue with tedious regularity.
Whatever the perfect pilot ought to be, the majority of us clearly are not.
Unlike the medical profession, we have shown that we can lose much of our famed arrogance and take an honest, inward look at ourselves with a view to solving/avoiding the perennial problems (think CFIT for starters).
It is undeniable that CRM is of value, but I believe it is has outgrown its three letter past. To evolve from the petty semantic chatterings, let's rename this concept.......................
Over the decades,CRM has metamorphosed into an all encompassing philosophy pertaining to the way we interact with others on the ground/in the air, how we interface with our aircraft and the technology onboard; it relates to accident prevention, medical factors, personality profiles/problems and much more besides.
It may be argued that much of CRM should come under the heading of Airmanship; even Nick implies that only bad pilots need this remedial tuition. It is far too easy to write off CRM as some tree-hugging, pinko, Californian irrelevance to the real men of the flying world. Sadly, the same old problems/accidents/errors continue with tedious regularity.
Whatever the perfect pilot ought to be, the majority of us clearly are not.
Unlike the medical profession, we have shown that we can lose much of our famed arrogance and take an honest, inward look at ourselves with a view to solving/avoiding the perennial problems (think CFIT for starters).
It is undeniable that CRM is of value, but I believe it is has outgrown its three letter past. To evolve from the petty semantic chatterings, let's rename this concept.......................