{"id":2134,"date":"2026-09-18T22:03:50","date_gmt":"2026-09-18T22:03:50","guid":{"rendered":"https:\/\/aerocadet.com\/blog\/?p=2134"},"modified":"2026-09-18T22:06:06","modified_gmt":"2026-09-18T22:06:06","slug":"crew-resource-management-why-the-cockpit-is-a-team-sport","status":"publish","type":"post","link":"https:\/\/aerocadet.com\/blog\/crew-resource-management-why-the-cockpit-is-a-team-sport\/","title":{"rendered":"Crew Resource Management: Why the Cockpit Is a Team Sport?"},"content":{"rendered":"<p>On Sunday, September 6, 2026, a Boeing 767-300 freighter, 21 Air Flight 7598, overran the runway after landing at Miami International Airport. The flight had departed San Juan, Puerto Rico, and touched down around 2 p.m. local time, according to the FAA&#8217;s accident and incident statement. The NTSB published an investigative update on September 9.<\/p>\n<p>The investigation is not finished, and no probable cause has been issued. But one line from the NTSB update belongs in any discussion of Crew Resource Management (CRM). Investigators reported that one pilot repeatedly cautioned about excessive airspeed during the approach, and that &#8220;there was not a consistent verbal response to the comments about speed.&#8221;<\/p>\n<p>That sentence describes a communication loop that did not close. It is the kind of gap CRM was created to prevent.<\/p>\n<h2>What CRM is?<\/h2>\n<p>Crew Resource Management is the set of non-technical skills a flight crew uses to manage a flight safely and efficiently. It is not about stick-and-rudder skill. It covers what happens between people:<\/p>\n<ul>\n<li><strong>Communication:<\/strong>\u00a0stating concerns clearly and confirming that they were heard.<\/li>\n<li><strong>Situational awareness:<\/strong>\u00a0building and sharing an accurate picture of aircraft state, environment and threats.<\/li>\n<li><strong>Workload management:<\/strong>\u00a0distributing tasks so nobody is saturated.<\/li>\n<li><strong>Leadership and followership:<\/strong>\u00a0the captain leads, but the first officer is an active safety barrier.<\/li>\n<li><strong>Decision-making:<\/strong>\u00a0gathering information, weighing options, committing to a plan and revising it when it stops working.<\/li>\n<li><strong>Assertiveness:<\/strong>\u00a0speaking up, with rising firmness if the first attempt is not acknowledged.<\/li>\n<\/ul>\n<p>Airlines use CRM in flight operations and training, and regulators generally require it. In the US, CRM training for air carriers is required under 14 CFR Part 121, and the FAA describes its expectations in advisory material (AC 120-51). EASA and ICAO have equivalent frameworks. Europe uses the term MCC (Multi-Crew Cooperation) for the same skills at the ATPL training stage.<\/p>\n<h2>How the industry arrived at CRM<\/h2>\n<p>CRM grew out of accident investigations that kept finding the same thing: well-trained pilots flying serviceable aircraft still had accidents, because the crew did not work as a team.<\/p>\n<ul>\n<li><strong>Tenerife, 1977.<\/strong>\u00a0Two Boeing 747s collided on a fog-covered runway. Ambiguous radio phraseology, a hurried captain and a flight engineer&#8217;s unresolved doubt all contributed. It remains the deadliest accident in aviation history.<\/li>\n<li><strong>United 173, 1978.<\/strong>\u00a0A DC-8 ran out of fuel near Portland, Oregon, while the crew troubleshot a landing gear problem. The flight engineer had raised the fuel state, but the concern did not change the plan. The NTSB attributed the accident in part to the captain&#8217;s failure to respond to the crew&#8217;s fuel concerns.<\/li>\n<li><strong>NASA workshop, 1979.<\/strong>\u00a0Research into cockpit performance led to a workshop titled &#8220;Resource Management on the Flight Deck.&#8221; The findings drove the first formal CRM programs, and United Airlines launched a major one in 1981.<\/li>\n<li><strong>United 232, 1989.<\/strong>\u00a0After an uncontained engine failure destroyed the DC-10&#8217;s hydraulics at Sioux City, the crew, joined by a check airman riding as a passenger, coordinated an improvised throttle-only control strategy and reached the runway. Many people in the industry cite it as CRM working under extreme pressure.<\/li>\n<li><strong>US Airways 1549, 2009.<\/strong>\u00a0The Hudson River ditching is another frequently cited example: clear task division, a crisp transfer of control, and disciplined checklist use in about three minutes.<\/li>\n<\/ul>\n<p>CRM has since evolved through several generations. It began as a course about pilot personality and management style. Today it is built into normal operations and includes Threat and Error Management (TEM), which assumes errors will happen and focuses on catching them before they matter.<\/p>\n<h2>Why CRM matters most when the aircraft is working fine?<\/h2>\n<p>Many people picture CRM as an emergency skill. In practice, most CRM failures happen in ordinary flights, on approach and landing, where small deviations grow.<\/p>\n<p>The approach is where crews are busiest. Speed, configuration, energy state and runway environment all change quickly. If a deviation appears and one pilot notices it, several things must happen in sequence:<\/p>\n<ol>\n<li>The observation is voiced.<\/li>\n<li>The other pilot acknowledges it.<\/li>\n<li>The pilots agree whether it is acceptable.<\/li>\n<li>Someone acts, or the crew decides to go around.<\/li>\n<\/ol>\n<p>If the loop breaks at step 2 or 3, the observation exists but has no effect. This is the concern in the Miami update, though the NTSB has not yet drawn conclusions.<\/p>\n<h2>The Miami runway excursion: what is known so far?<\/h2>\n<p>The following comes from the NTSB investigative update dated September 9, 2026. Details may change as the investigation continues.<\/p>\n<ul>\n<li>The aircraft was a Boeing 767-33A freighter, operating as 21 Air Flight 7598.<\/li>\n<li>It landed on Runway 30 at Miami International Airport and experienced a runway excursion.<\/li>\n<li>One pilot repeatedly cautioned about excessive airspeed on the approach.<\/li>\n<li>The crew called for progressive flap settings.<\/li>\n<li>The NTSB reports &#8220;there was not a consistent verbal response to the comments about speed.&#8221;<\/li>\n<li>The aircraft touched down at 158 knots, according to the recorded data.<\/li>\n<li>Multiple terrain warning callouts occurred during the final descent.<\/li>\n<li>Brakes were applied at 146 knots groundspeed, then released at 120 knots as go-around thrust was applied. Throttles were later reduced to idle and brakes reapplied at 117 knots.<\/li>\n<li>No speed brakes or thrust reversers were deployed.<\/li>\n<li>The cockpit voice recorder yielded more than two hours of good-quality audio. The flight data recorder held 54 hours of data with more than 400 parameters. A CVR transcript is pending.<\/li>\n<\/ul>\n<p>Aviation Week&#8217;s report on the case describes the crew as having attempted a go-around after a problematic landing, and says this may have prevented automatic speed-reduction systems from working as intended. Its full text is subscription-only, so this article relies on the NTSB update for facts and treats the Aviation Week report as supporting context only.<\/p>\n<h3>CRM questions the record raises<\/h3>\n<p>The NTSB has not said these were causes. They are the questions the CRM discipline would ask of any similar event.<\/p>\n<p><strong>1. Was the speed concern closed out?<\/strong>\u00a0A callout only works if someone answers. The standard response to a deviation call is either a corrective action or an explicit decision (&#8220;correcting&#8221; or &#8220;accepting, stable by 500&#8221;). The NTSB&#8217;s remark that responses were inconsistent means the transcript is worth close attention.<\/p>\n<p><strong>2. Was the stabilized approach criterion used as a decision point?<\/strong>\u00a0Most operators define stabilized approach gates by height and require a go-around if criteria are not met. A crew that has repeatedly discussed excess speed has, in effect, been describing an unstabilized approach. CRM turns the criterion from a checklist item into a shared decision.<\/p>\n<p><strong>3. How did the crew handle a late change of plan?<\/strong>\u00a0The data show a go-around decision after touchdown, with brakes applied, released and applied again. A rejected landing after touchdown is a rare and difficult transition, because it reverses the deceleration plan in seconds. It is exactly the kind of moment where both pilots need the same mental model, and where a brief, clear callout (who decides, who flies, what configuration) matters most. Whether the crew shared that model is a question for the CVR transcript.<\/p>\n<p><strong>4. Did warnings get integrated into a decision?<\/strong>\u00a0Multiple terrain warning callouts sounded on final descent. Warnings from automation are one more voice in the cockpit, and crews need to say aloud what they mean and what they will do about them.<\/p>\n<p>Investigators will look at all of this in context, along with training, procedures, fatigue, cargo operations, runway conditions and aircraft systems. It would be wrong to claim that CRM alone explains the accident.<\/p>\n<h2>Everyday CRM in the FAA&#8217;s incident log<\/h2>\n<p>The FAA&#8217;s accident and incident statements page shows the ordinary background of airline flying. In the first half of September 2026 alone, it lists a number of flights where crews reported a problem and landed or returned safely. Examples include:<\/p>\n<ul>\n<li>Delta Flight 958 diverted to Albuquerque after the crew reported an electrical odor in the cockpit (September 9).<\/li>\n<li>Delta Flight 1035 landed at Raleigh-Durham after a report of smoke in the cabin (September 7).<\/li>\n<li>SkyWest Flight 4732 returned to Denver after a possible blown tire on departure (September 7).<\/li>\n<li>American Flight 392 aborted its takeoff at LaGuardia after a bird strike (September 3).<\/li>\n<li>Delta Flight 1390 landed at Chicago O&#8217;Hare after a fuel smell was reported (September 8).<\/li>\n<\/ul>\n<p>The FAA statements give only brief facts, and they say nothing about how those crews worked together. It would be unfair to assign CRM credit to any of them. The point is narrower: each of these events, from an abnormal indication to an aborted takeoff, needed a crew to recognize the problem, split the work, talk to ATC and the cabin, and decide together. Safe outcomes like these are what routine CRM looks like, and they rarely make headlines.<\/p>\n<p>The same FAA page lists many general aviation accidents. In single-pilot aircraft there is no second crew member, so the pilot must apply CRM principles to other resources: ATC, weather briefers, passengers, checklists, autopilots and instructors.<\/p>\n<h2>The core CRM behaviors, in practice<\/h2>\n<h3>Briefings<\/h3>\n<p>A good briefing sets expectations before workload rises. It covers the plan, the threats, the criteria for a go-around and how each pilot should speak up. The approach briefing should state the stabilization criteria aloud, so that a deviation call later is not a surprise.<\/p>\n<h3>Callouts and closed-loop communication<\/h3>\n<p>Every callout needs a response, and every response needs to be specific. &#8220;Speed&#8221; is a call. &#8220;Speed, correcting, reducing power&#8221; is a loop.<\/p>\n<h3>Graded assertiveness<\/h3>\n<p>The Probe, Alert, Challenge, Emergency model is one common way to escalate: ask a question, state the concern, challenge directly, and finally take action. A first officer who repeats a concern without getting a reply has a clear next step, and the captain should make that easy.<\/p>\n<h3>Authority gradient<\/h3>\n<p>Steep authority gradients, where a junior pilot hesitates to challenge a senior one, appear in accident after accident. Flat gradients cause different problems, since nobody is clearly in charge. Good crews keep a clear captain and an empowered first officer.<\/p>\n<h3>Workload and task management<\/h3>\n<p>Fly the aircraft first, then navigate, then communicate. When the plan changes late, the pilot flying should say what they are doing, and the pilot monitoring should confirm.<\/p>\n<h3>Automation management<\/h3>\n<p>Automation adds capabilities and failure modes. Crews should know what the aircraft will and will not do for them, which matters in the Miami case, where the sequence of events may have affected automatic deceleration systems.<\/p>\n<h3>The go-around as a shared decision<\/h3>\n<p>Either pilot should be able to call for a go-around, and the decision should be honored without debate. Many organizations treat &#8220;go around&#8221; as a phrase that needs no explanation.<\/p>\n<h3>Debrief<\/h3>\n<p>Flights rarely go exactly as planned. A short honest debrief turns small errors into shared learning.<\/p>\n<h2>Common CRM failure patterns<\/h2>\n<p>Across accident reports, these patterns come up again and again:<\/p>\n<ul>\n<li><strong>Unanswered concern.<\/strong>\u00a0A pilot raises an issue and no one responds.<\/li>\n<li><strong>Plan continuation bias.<\/strong>\u00a0The crew keeps going with the original plan even as cues say to change it.<\/li>\n<li><strong>Fixation.<\/strong>\u00a0One problem absorbs the crew&#8217;s attention and other tasks slip.<\/li>\n<li><strong>Authority gradient problems.<\/strong>\u00a0The junior pilot defers when they should challenge.<\/li>\n<li><strong>Role confusion.<\/strong>\u00a0Nobody is sure who is flying, particularly during a rushed transition.<\/li>\n<li><strong>Poor briefing.<\/strong>\u00a0Nobody set the expectation for what would trigger a change.<\/li>\n<li><strong>Fatigue and complacency.<\/strong>\u00a0Routine flights lower vigilance.<\/li>\n<\/ul>\n<h2>What this means for student and cadet pilots<\/h2>\n<p>CRM is not something you begin learning at an airline. Habits formed during training carry into professional flying.<\/p>\n<ol>\n<li><strong>Brief every flight, even solo.<\/strong>\u00a0Say the plan out loud, including the conditions that would make you abandon it.<\/li>\n<li><strong>Use callouts with your instructor.<\/strong>\u00a0Say what you see, and make sure it is acknowledged.<\/li>\n<li><strong>Practice go-arounds early.<\/strong>\u00a0Treat the go-around as a normal, expected maneuver.<\/li>\n<li><strong>Ask questions.<\/strong>\u00a0A student who asks is a safer pilot than one who stays quiet.<\/li>\n<li><strong>Debrief honestly.<\/strong>\u00a0Focus on decisions and communication, not just maneuvers.<\/li>\n<li><strong>Learn from accident reports.<\/strong>\u00a0NTSB and other investigative reports are free and full of lessons. When a new case is published, read the primary source, not just the news.<\/li>\n<li><strong>Practice multi-crew work.<\/strong>\u00a0MCC courses and simulator sessions build the habits airlines expect.<\/li>\n<\/ol>\n<h2>Conclusion<\/h2>\n<p>The final report on the Miami accident will take time. Whatever it concludes, its early data already illustrate what CRM is for: a pilot noticed something and said so, and the open question is whether that concern was heard, answered and acted on.<\/p>\n<p>CRM will not stop every accident, but it gives crews a way to catch each other&#8217;s errors. The next time you fly, brief the plan, speak up, listen and close the loop.<\/p>\n<h2>Sources<\/h2>\n<ol>\n<li>NTSB, investigative update on the September 6, 2026 runway excursion of 21 Air Flight 7598 in Miami (press release NR20260909, September 9, 2026):\u00a0<a class=\"text-accent hover:underline underline-offset-[1px] focus-visible:outline-hidden hide-focus-ring focus-visible:shadow-focus rounded-[3px]\" href=\"https:\/\/www.ntsb.gov\/news\/press-releases\/Pages\/NR20260909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">https:\/\/www.ntsb.gov\/news\/press-releases\/Pages\/NR20260909.aspx<\/a><\/li>\n<li>FAA, &#8220;FAA Statements on Aviation Accidents and Incidents&#8221;:\u00a0<a class=\"text-accent hover:underline underline-offset-[1px] focus-visible:outline-hidden hide-focus-ring focus-visible:shadow-focus rounded-[3px]\" href=\"https:\/\/www.faa.gov\/newsroom\/statements\/accident_incidents\" target=\"_blank\" rel=\"noopener noreferrer\">https:\/\/www.faa.gov\/newsroom\/statements\/accident_incidents<\/a>\u00a0(accessed September 18, 2026; the statements are preliminary and subject to change)<\/li>\n<li>Aviation Week, &#8220;21 Air Crew Attempted Go-Around Before Overrun, NTSB Details Show&#8221;:\u00a0<a class=\"text-accent hover:underline underline-offset-[1px] focus-visible:outline-hidden hide-focus-ring focus-visible:shadow-focus rounded-[3px]\" href=\"https:\/\/aviationweek.com\/air-transport\/safety-ops-regulation\/21-air-crew-attempted-go-around-overrun-ntsb-details-show\" target=\"_blank\" rel=\"noopener noreferrer\">https:\/\/aviationweek.com\/air-transport\/safety-ops-regulation\/21-air-crew-attempted-go-around-overrun-ntsb-details-show<\/a>\u00a0(subscription-only; only the public preview was available for this draft)<\/li>\n<\/ol>\n<p>Historical background (Tenerife, United 173, United 232, US Airways 1549, the 1979 NASA workshop, 14 CFR Part 121 and AC 120-51) is drawn from general knowledge and NTSB and FAA records, and should be checked against the primary documents before publication.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>On Sunday, September 6, 2026, a Boeing 767-300 freighter, 21 Air Flight 7598, overran the runway after landing at Miami International Airport. The flight had departed San Juan, Puerto Rico, and touched down around 2 p.m. local time, according to the FAA&#8217;s accident and incident statement. The NTSB published an investigative update on September 9. [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":2136,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"om_disable_all_campaigns":false,"site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"default","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","theme-transparent-header-meta":"default","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"set","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"_jetpack_memberships_contains_paid_content":false,"footnotes":""},"categories":[13],"tags":[858,3,203,376,869,867,863,860,853,852,848,621,847,620,862,872,855,864,850,859,849,861,868,851,871,856,857,866,854,870,865],"class_list":["post-2134","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation","tag-21-air-flight-7598","tag-aerocadet","tag-aerocadet-flight-training","tag-aerocadet-pilot-training","tag-airline-pilot-training","tag-authority-gradient","tag-aviation-safety","tag-boeing-767-accident","tag-closed-loop-communication","tag-cockpit-communication","tag-cockpit-resource-management","tag-crew-resource-management","tag-crm-in-aviation","tag-crm-training","tag-faa-accident-statements","tag-flight-training-safety","tag-go-around-decision","tag-human-factors-in-aviation","tag-mcc","tag-miami-runway-overrun","tag-multi-crew-cooperation","tag-ntsb-investigation","tag-pilot-assertiveness","tag-pilot-communication","tag-professional-pilot-training","tag-runway-excursion","tag-runway-overrun","tag-situational-awareness","tag-stabilized-approach","tag-student-pilot-tips","tag-threat-and-error-management"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v26.9 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Crew Resource Management: Why the Cockpit Is a Team Sport? - Creative Blog<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/aerocadet.com\/blog\/crew-resource-management-why-the-cockpit-is-a-team-sport\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Crew Resource Management: Why the Cockpit Is a Team Sport? - Creative Blog\" \/>\n<meta property=\"og:description\" content=\"On Sunday, September 6, 2026, a Boeing 767-300 freighter, 21 Air Flight 7598, overran the runway after landing at Miami International Airport. 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