Originally Posted by
Airbusenjoyer
Thanks for your input. You are spot on with the V1 on wet vs dry.
Landing VOR he went fully managed, and after FINAL APP engagement I was waiting for him to set GA altitude. So as we had RWY in sight and moments before flying manual, I reminded him politely to set the GA ALT. After landing he scolded me a bit, said I seem like I was flexing my knowledge and thinking that he doesnt know what to do.
There is no CRM. It's either his way or no way. We were landing in a CAVOK RWY with normal winds and he immediately dropped the gear down, flap 3, full without me asking. We were not heavy, high, fast nor asked to slow down. After landing he noticed I was very quiet and annoyed and he said, "Don't be mad I dropped the gear down, it's better we get early stabilized"
Anyway this begs the question, would it be better to just make the other person feel comfortable flying with you with whatever he does and roll with the punches as long as there is no flight safety involved, or be standard but assertive?
Hi,
reading your posts the first thing that comes to my mind is that this guy never went through a proper command upgrade process and probably sold himself as a Captain thanks to the many flaws that unfortunately are possible in today’s globalized aviation. This type of attitude is typical of someone who is not comfortable in what he’s doing and lacks proper techniques of communication as he was probably a self made left seater. Another option is that he upgraded in a very very dodgy outfit but that basically goes back to the same results as above.
Any instructor/examiner with a little bit of experience is able to spot those kind of behaviors of people that are in the wrong seat and sometimes in the wrong part of the aircraft.
With that being said to answer your question:
It’s all based on proper communication and briefings and this goes both ways regardless of who is actually PF/PM. It is very important to describe briefly or more in depth depending on the complexity of the approach how this will actually be flown, I.e. from a straight forward home base ILS planning to be stable checks done at the latest by 1000 fr to a more complex approach with weather etc.. where we will discuss gates for configurations. Remember it’s all about having 2 pilots fly like 1, sharing the same picture or mental model at all times during the flight.