CRM Training Reqs
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Hey everyone,
I'm working on a paper for my HF degree and I want to compare the training requirements for commercial operators versus AF operators. With me being AF I have connections to get that data from different airframes. What I am looking for is what type of training the airlines are completing. The best thing I could think that would help would be a student or instructor guide for whatever company you work for. If you have questions feel free to email me at millec5f (at) my.erau.edu or my email in my profile. Thanks.
Tyler
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I'm working on a paper for my HF degree and I want to compare the training requirements for commercial operators versus AF operators. With me being AF I have connections to get that data from different airframes. What I am looking for is what type of training the airlines are completing. The best thing I could think that would help would be a student or instructor guide for whatever company you work for. If you have questions feel free to email me at millec5f (at) my.erau.edu or my email in my profile. Thanks.
Tyler
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Civil CRM Requirements
The civil aviation CRM requirements for UK AOC operators is contained in Standards Document 29 available from the UK CAA website.
All UK airlines adhere to a good degree to these requirements. These requirements are more precise than that described in EASA legislation.
The EASA ( European ) legislation unfortunately is not as distinct or specified clearly and so the standards vary across the EASA country members.
WAP
All UK airlines adhere to a good degree to these requirements. These requirements are more precise than that described in EASA legislation.
The EASA ( European ) legislation unfortunately is not as distinct or specified clearly and so the standards vary across the EASA country members.
WAP
As I understand SD 29 only provides guidance for instructor training and qualification.
CAP 720 (also see 719), and CAP 737 provide advice on CRM.
EU-OPS provide advice in AMC OPS 1.943, but identifying any difference between this and what is actually taught is probably a closely guarded secret.
Cynically, I suspect that FAA operators are similar – you will be told exactly what you require, but it will be exactly as written in FARs.
Caution in comparing civil and military ops. Apart from the obvious differences, CRM depends on culture – in the widest sense. Mil and civil do not necessarily share the same aspects of culture.
CAP 720 (also see 719), and CAP 737 provide advice on CRM.
EU-OPS provide advice in AMC OPS 1.943, but identifying any difference between this and what is actually taught is probably a closely guarded secret.
Cynically, I suspect that FAA operators are similar – you will be told exactly what you require, but it will be exactly as written in FARs.
Caution in comparing civil and military ops. Apart from the obvious differences, CRM depends on culture – in the widest sense. Mil and civil do not necessarily share the same aspects of culture.
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CRM v TEM
Hi Tmill,
There is no transition FROM one TO the other really as they both SHOULD work hand-in-hand. In fact, TEM is what NASA envisaged 40 odd years ago.
In (very) brief terms and, I know this is over simplifying to an extent:
TEM is the scientific breakdown of airmanship principles. It focusses on the detection and response of/to errors. Once an undesired aircraft state has been deteceted and responded to the aircraft can be recovered to a safe regieme. Notice the lack of "flight" in that last sentence. Once there, CRM techniques are used to understand how you got into the UAS.
I would be happy to chat through TEM with you if you like; I'm a senior CRMI within a major UK AOC holder.
BS
There is no transition FROM one TO the other really as they both SHOULD work hand-in-hand. In fact, TEM is what NASA envisaged 40 odd years ago.
In (very) brief terms and, I know this is over simplifying to an extent:
TEM is the scientific breakdown of airmanship principles. It focusses on the detection and response of/to errors. Once an undesired aircraft state has been deteceted and responded to the aircraft can be recovered to a safe regieme. Notice the lack of "flight" in that last sentence. Once there, CRM techniques are used to understand how you got into the UAS.
I would be happy to chat through TEM with you if you like; I'm a senior CRMI within a major UK AOC holder.
BS
Last edited by BugSpeed; 10th Mar 2014 at 09:56. Reason: Technical accuracy
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Since you mention "HF degree" rather than CRM specifically, I wonder if you know that there are 2 publications that are quite old but deal with the same subject as it affects maintenance organisations and staff. Both are on the UK CAA website.
CAP 715 is mostly about people.
CAP 716 is mostly about organisations.
CRM is really just a slightly cooler-sounding euphamism for Human Factors in the flight deck. It is sometimes forgotten that the prevention of errors through training in Human Factors is as important for maintenance personnel as it is for aircrew, and taken just as seriously. After all, no-one likes being sucked out through a BAC 1-11 cockpit window, or losing most the fuselage skin round a B737 first-class section while in the cruise.
CAP 715 is mostly about people.
CAP 716 is mostly about organisations.
CRM is really just a slightly cooler-sounding euphamism for Human Factors in the flight deck. It is sometimes forgotten that the prevention of errors through training in Human Factors is as important for maintenance personnel as it is for aircrew, and taken just as seriously. After all, no-one likes being sucked out through a BAC 1-11 cockpit window, or losing most the fuselage skin round a B737 first-class section while in the cruise.
Last edited by Capot; 10th Mar 2014 at 17:49.
