One important aspect of CRM is the acceptance of the fact that errors will happen. Not talking massive negligent stuff but the everyday little misses we all make. Once a crewmember accepts that he will make mistakes, being corrected isn't seen as an erosion of authority, but as a way for the crew to work together in order to catch errors and correct them.
Example: I was third crew sitting in the jump seat on an arrival. Due traffic, approach asked us to continue straight instead of taking the next turn. The FO flying PM acknowledged. Once at the turn, both guys in the front forgot to pull for heading mode and we started the turn. I pointed out the error. The captain flying PF corrected the error. This was not me trying to find fault, but catching a mistake. Keeping my mouth shut so as not to "embarrass" the captain would have been the wrong action.
agentskelly wrote:The major turning point into the use of CRW was United Airlines 173 back in 1978. While on approach to PDX, the indicator light for I think one of the rear wheels showed it wasn't down so the crew kept the plane in a holding pattern while they tried to address it, while failing to realize they were low on fuel and well, they crashed.
That was one of the turning points. A more well known one was the Tenerife disaster in 1977.
An earlier event but still very significant was the Staines disaster in 1972.
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