Last I heard it was two pilots, one junior and a senior. The senior said to go faster because they were losing control, the junior disagreed because it would be way above max. speed (but a ship this big needs a lot more speed to deal with wind) so they argued and the captain didn't make a decision. Then it all went down slowly without being able to do anything about it.
Ironic, considering the opposite is true for planes. Although I do believe only one is typically in control/“pilot” at any given time. Not to mention autopilot and flying vs shipping conditions
- Do you think the shipping culture has lower standards about working together, as catastrophes are less traumatic and thus, there is much less public pressure into having clean responsibilities?
- Do you think the shipping industry would benefit from the pilots’ CRM, a mandatory training introduced in the 1970 to better manage moods and teamplay between pilots?
Many shipping companies have adopted "bridge resource management" practices, adapted from the aviation industry. They do work when used but there are still many small companies with inadequate crew training and a lack of professionalism.
> Ironic, considering the opposite is true for planes. Although I do believe only one is typically in control/“pilot” at any given time.
In US civilian flying, one is the pilot flying and the other is the pilot non-flying (usually operates radios, etc.) They usually alternate landings. Pilots study Cockpit Resource Management (CRM) to improve communications.
The Pilot in Command (PIC) is responsible for the flight (not ATC.)
Airplanes can be towed on the ground. Not sure how responsibility is assigned. It's pretty common for wingtips to collide during ground-handling, which grounds both planes.
I did a search and it looks like airline ground collisions are usually resolved via the courts.
The towing company in one case with Virgin Airlines tried to muddy the waters with "no specific airplane model training" and "not enough lighting", which the judge laughed at since if an airplane towing company can't tow an airplane, what's the point of using them?
FYI: a wingtip strike can cost a few million dollars to fix, plus the cost of grounding (AOG) for weeks or months, which is more millions, for an airliner.
With small airplanes, most flight schools don't charge for AOG, but in the cases I've heard of, the loss of use was more than the repair bill and probably ended the student's career. The numbers were in the range of $5,000 in repairs and $10,000 - $20,000 for loss of use.
