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D.2.  Basic Rules for CRM
 The basic rules for CRM are as follows:
. In abnormal situations, the first order of business must be to decide who flies the aircraft and who monitors or works on the problem.  The PIC may not want to be the PF, but rather manage the situation while the other pilot or autopilot flies the aircraft.

. Positive delegation of monitoring duties is as important as positive delegation of flying duties.

. The PF must not attempt to accomplish secondary tasks during busy portions of a flight.

. Whenever uncertainty or conflicting opinions of fact occur, such as a misunderstood radio transmission, the conflict must be resolved unequivocally using external sources of information.  (For example, request a repeat of the transmission.)

. If any crewmember has doubts about a clearance, procedure, or flight condition, he/she is obligated to make that doubt known to other crewmembers.

. Distractions should be minimized especially during key parts of the flight.  A sterile cockpit (no extraneous conversation) should be enforced during takeoff, landing, and other mission evolutions requiring heightened awareness.  Internal conversation should not occur when outside communications are being transmitted.

The use of checklists is an essential part of the process.  In general, the PNF (or observer, if trained to do so) should read the checklist to the PIC and the PIC should verbally respond.  It should be noted that some emergency checklists require some items to be done from memory.  In these cases, it is recommended that the PNF DO the emergency checklist items, and read them as he is doing the tasks.  This will keep the PF aware of the situation while alleviating him from being distracted.
 
D.2.a.  Two-Challenge Rule
 Clear communications are essential in the flight environment.  Pilots should use standard phraseology found in the FAA Airman’s Information Manual at all times.  The two-challenge rule applies with two pilots aboard when a crewmember makes two clear attempts to communicate essential safety of flight information and receives no response from the PF.  In this case, the PNF will take over manipulation of the flight controls to ensure safety of flight.
 
D.2.b.  Instrument Approach
 During an instrument approach, the PNF will call “1000 feet to minimums” when the aircraft is 1000 feet above minimums.  The PNF will also verify that the altimeter setting is correct and the altitude crossing the Final Approach Fix (FAF) is accurate.  The PNF will also call 100 feet to minimums, and begin looking for the approach lights and/or runway environment.  The PF will call minimums when the aircraft arrives at the Minimum Descent Altitude (MDA) or the Decision Height (DH) for the approach.  Upon reaching the Missed Approach Point (MAP) or DH, the PF will call minimums and, if the runway or approach lights are in sight, will transition to visual references, announce the runway environment in sight, and continue descent to landing.  If the approach lights or runway environment is not in sight, the PF will continue to operate the aircraft referencing the instruments, and execute a missed approach.  (see the FARs for a technical description of the runway environment)
　
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