The concern related to the training received by first officers in relation to a new procedure being introduced by the operator.
The reporter expressed a safety concern relating to the incomplete training of First Officers (FO) in relation to a recall procedure for single engine taxi referenced in the Aircraft Quick Reference Handbook (QRH), and Flight Crew Operations Manual (FCOM).
The reporter advised that Check Captains and Training Captains are conducting the procedure without FOs being trained on the recall item.
We have a robust change management system which is embedded within our Safety Management System. In determining training requirements as part of our risk assessment process, an initial Training Needs Analysis was conducted in conjunction with the aircraft manufacturer and other type operators undertaking Single Engine Taxi to ensure best practice was achieved.
The following considerations in regard to training of First Officers on the QRH amendment were noted:
- The configuration of the aircraft ensures that only the Captain can be in control of the aircraft on the ground, therefore the recall items would only be actioned by the Captain.
- The QRH recall (item quoted by reporter) is a three item checklist which is an existing action expected to be conducted by Flight Crew in the event of a brake failure; this is not exclusive to Single Engine Taxi operations and is now formalised as an accessible checklist.
- Amendments to operational manuals through the documentation management system are considered a form of training where appropriately determined sufficient.
In considering our response we reviewed operational occurrence data received during the ongoing trial period, feedback from flight crew and as a result of the REPCON, conducted a revalidation of our initial assessment of training controls via a secondary Training Needs Analysis.
The secondary Training Needs Analysis concurred that the current controls are sufficient for the level of change actioned. Additionally, data for the trial period indicates no safety reports have been submitted raising concerns with the procedure itself or the training process utilised.
We believe it is important to note that participation in the Single Engine Taxi is voluntary, dependant on crew workload and environmental factors. Should the reporter have any further concerns surrounding the procedure, we would encourage them to use the Safety Management System to submit a detailed report, including use of the confidential reporting system. Further the Management Team are more than happy to accept and provide feedback if the reporter wishes to discuss the matter further.
CASA has reviewed the REPCON and additional advice provided. CASA is satisfied with the way the Operator has handled this matter.
The ATSB sent the following comments from the reporter to CASA, after the procedure was incorporated into the operator’s flight procedures:
There have been no issues that I am aware of relating to single engine taxi. This owing to the short time from implementation.
I would like to highlight one area. When dealing with the checklist: while, on the ground, the Captain is responsible for conducting a recall item, there is still a need for the FO to maintain situational awareness of the drill. For example, in the event of incapacitation, or should the recall not be actioned correctly, any omission would fall to the FO to action or point out. It is vital that the crew operate as a team. Safety of flight demands this. To not do so would be a divergence from Standard Operating Procedures (SOPs). SOPs require one pilot nominate the failure and the other pilot confirm.
The FCOM specifically details Recall Procedures on the Ground, that, ‘the Captain retains the option to call for the FO to conduct the recall.’
The question now has to be asked, why are line crews being introduced to single engine taxi when it appears as a non-normal item in the Aircraft Flight Manual?
Change management requires all stakeholders be informed. This was not the case with single engine taxi. During the trial period, the procedure was introduced without the FO being made aware of the recall.
CASA responded with the following:
[CASA is] advised that the procedure is not specifically stated in the Aircraft Flight Manual (AFM) but is mentioned in the Aircraft Operating Manual (AOM) hence the AFM does not preclude the procedure. The AOM leaves the option to use single engine taxi at the discretion of the operator.
The aircraft FCOM contains the single engine taxi procedures for use by the operating crew and reflects those contained in the AOM. The operator utilises this procedure for taxi in and for this aircraft variant only.