Dear Editor,
The frequency of aircraft accidents/incidents in the domestic aviation sector has been most alarming, and must be a matter of concern for everyone in the aviation industry and also for those who use the service. Therefore, comments and suggestions if taken in the proper context, may very well prove helpful.
Firstly, it should be remembered that from 1934 to 1999, British Guiana Airways and then Guyana Airways fulfilled the role of the standard bearer for aviation in the country. While conducting most of the domestic service there was only one fatal accident and this occurred in December 1973. Scheduled inter-national service commenced in 1978 and there were no accidents during this operation. The pilots of GAC wore the airline’s badge with pride and honour. Perhaps the time has come for a new standard bearer to emerge and fill this void.
The time perhaps, has also come for the training departments of certificate holders to re-examine whether pilots are being upgraded to captains based primarily on their ability and skill to fly the aircraft. During World War 1(1914-18) the airplane was used for the first time in aerial combat. After the war, an analysis revealed that the best pilots in terms of handling and flying the airplane were not necessarily the most successful pilots in combat missions and engagements. The most successful and reliable pilots were the ones who had an innate sense of situation awareness. A further study revealed that the valuable pilot resource of situation awareness can be acquired by aviators through training and self-discipline.
In multi-crew aircraft, there is a built-in level of cockpit discipline because of mandatory cross-monitored standard operating procedures. In single crew aircraft there is no monitoring and therefore the importance of self-discipline cannot be over emphasized. The training must take this into consideration. I have noted that all the aircraft operated in the domestic aviation sector (except aircraft operated by the Guyana Defence Force) are single crew aircraft.
Without being judgemental or pedantic, I submit that any upgrade to pilot-in-command training programme, must include the following:
1. Taking full command of, and accepting the responsibility for the aircraft, crew and passengers.
2. Judiciously using the wide authority concomitant with the command and the responsibility.
3. Reviewing the maintenance log prior to accepting the aircraft for flight.
4. Analysing weather reports, forecasts fuel requirements and an alternate plan of action prior to departure.
5. Making firm go /no go decisions based on aeronautical knowledge, experience, standard operating procedures and judgement.
6. Resolving en-route meteorological, navigational and air traffic control situations.
7. Making firm divert, land or go-around decisions based on situation awareness, standard operating procedures and judgement.
8. Cockpit /crew resource management for single pilot operation. (Single Pilot CRM by Phil Croucher)
9. Familiarity with aircraft limitations while knowing and operating within personal limitations.
10. Completing the maintenance log for analysis and corrective action by the maintenance crew.
In addition to his/her flying skills, a pilot must also demonstrate strength in these areas before he /she can be released as pilot-in-command.
Recurrent training and route checks for captains should also emphasize these areas.
Yours faithfully
Lloyd H Marshall
