Best practices will generally give best processes and, thus, best results!

 Below are some stories of practices and their results.  We invite you to submit your own stories (and pictures) to your appropriate DSO with the request that they be passed to the national Division Chief for Aids to Navigation, Aviation Operations, Surface Operations or Telecommunications.  By clicking in the list to the left, you can find more recommendations for best practices and, story archives.               

Air Operations Best Practice: 
    Crew Resource Management (CRM) means working together!

An example of how good crew and pilot communication can save lives can be seen in David Myers' book, Social Psychology. An excerpt from it is reprinted in the Auxiliary Aviation Training Manual, Chapter 3, Section B.3. 

In the first example described by Myers, an Air Florida plane lifted off from Washington D.C.'s National Airport with the First Officer questioning correct air speed indication.  Ice in a sensor had caused speed readings to be high and the captain applied too little power as the plane ascended. This caused  a crash into the Potomac River Bridge and the loss of all lives but five on board. 

The cockpit conversation suggests that the First Officer was worried about the speed but that he deferred to the Captain rather than stand up for what he believed in. Apparently the First Officer's communications were hesitant and incomplete.

Conversely, a three-person crew flying a DC-10 saved most of the lives aboard when forced to crash land the aircraft due to the disintegration  of the center engine and the severing of control lines to ailerons and rudder.  The crew cockpit voice recorder showed intense communication (sometimes one per two seconds and even one per second) in the 34 minutes prior to the crash landing.  Throughout this time, the crew worked together to devise a strategy for controlling the plane, landing it, assessing damage and getting the passengers ready for the crash.  In all, 185 of the 296 lives were saved!

When we notice divergence from safe operations, we have an obligation to speak up. In some instances, this may feel awkward or uncomfortable, but if we fail to become actively involved in the decision making process, we risk the safety of our selves and our crewmates as well as the success of the mission.

All crew members, whether pilot, coxswain or crew, have leadership responsibilities.  This is where the “Team” in “Team Coast Guard” becomes truly meaningful!

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Surface Operations - Best Practices
              Request Permission to Tow and Carry Extra Equipment
 

We were on a routine patrol in the ICW near Cape May, N.J., awaiting another OPFAC for a training evolution, when Station Cape May called us to respond to a situation near marker 475.  Arriving on scene, we saw the occupants of the small pleasure boat standing in  shallow water attempting to bail out their boat that had been swamped by the wake of a larger boat.  The occupants of the swamped boat requested a tow to Sunset Beach (about a mile from our position).  We immediately advised the occupants to don their PFDs and called Station Cape May to request permission to tow.  Station Cape May responded with instructions not to tow. for fear that the vessel would sink in the channel during the tow and become a hazard to navigation.  After advising the crew of the disabled boat that we were not permitted to  tow them, we provided enough buckets to bail out their vessel. We maintained station as they began to bail.   After some time,  they were dry enough to proceed to their dock in Sunset Lake by use of oars.  We remained in the area (as instructed by Station Cape May) until they had finally arrived at their slip and secured their vessel.

Submitted by Bruce Long
ADSO-Operations
Division 8, 5NR