This is always going to a subject that has no definitive answer. You are dealing with human characteristics which as we all know are many and varied. CRM is partly a tool to facilitate better integration of those different characteristics into a safer aircraft operating environment.
One of the points that CRM addresses is that you should be introspective. It is all very well saying "everyone thinks of so & so as a dick****", but in reality that is not always true. the subject is unlikely to think of themselves that way. Their family probably doesn't. The training department probably doesn't, and so on. It is often comforting ( if not always true) to place yourself in the majority, ie "we all think so & so is a pain". The reality is that for 10 different Captains you probably need to approach them in 10 different ways. That is not always easy and in any event will only come with experience.
Speaking from my own experience, the F/O's I have flown with who I liked flying with the most had the following attributes:
1) They knew there stuff. They were well versed in the company SOPA's and the application of them.
2) They interacted well. By that I mean they would discuss items of ambiguity such as when to stop and for what on a take off roll. They didn't simply narrate.
3) They made an effort to be one step ahead of the aircraft at all times. As a radio or navaid become redundant it would be set up to the next channel or whatever, rather than left until the time it was next actually needed.
4) They communicated well. This encompassed a whole range of things, including conversation on social topics, background, family, hobbies, likes & dislikes. All of this sort of interaction helps you get an idea of how that person thinks and lives. An appreciation of such things can be very valuable in the individuals CRM armoury.
5) General awareness to a high degree. As flying pilot they always gave the impression of being fully in control of the aircraft. They rarely missed radio calls. Knew who else was around them. If an item was missed or incorrectly set, they could ( often subtly) point it out or correct it as appropriate.
6) Performed their job well. An F/O's job is a demanding one. In many respects it is much harder than the Captains. It often requires a higher level of recall, tact and diplomacy. It requires the ability to vary the operation to suit the Captain on many occaisions ( SOPA's never eliminate this entirely).
7) Personality. A good sense of humour whilst not mandatory is a very important factor. The ability to keep stress levels down, to accept critisism and advice when it might not always be delivered with reciprocal tact and understanding. The ability to learn quickly and not be afraid to question or ask questions as appropiate.
When all of these things come together in the right combination it makes the Captains job easy and invariably a pleasure to go to work. In my opinion the best F/O's are those who make me feel like my job is the easiest in the world. They give every impression of trying and being fully aware of their situation. They are the people you feel you can fully rely on at all times , not only in flight but on the ground as well. In summary they are Captains without the portfolio.
On the other side of the coin the things that cause me the most stress and annoyance, and soul searching as a result are listed under the same headings:
1) People whose knowledge of the SOPA's and sytems is little more than adequate. Getting charts out might be a chore but they should be at hand and not just produced when requested.
2) People who fail to tell you when they are about to operate some item that ought to be subject to confirmation in the ordinary course of events. This may include turning on or off anti-ice sytems or crossfeeding fuel or a host of other things.
3) Lack of proper monitoring. I have seen many pilots who as PF think that the moment the aircraft has levelled out is their cue to start reading the paper. There may be plenty of opportunity for such things but Never when the aircraft is climbing/ descending or reaching a waypoint. It is surprising how many people do. It is also better airmanship in my opinion to ask yourself "what could I be doing now ?" Run a check, set up the landing aids, do a P.A etc. Only when the answer is "nothing" should that general level of awareness be allowed to relax. It might be rarely commented on, but it is often noticed and appreciated by the pilot in the other seat.
4) People who talk at an inaudible volume. Not everybody is aware they do this, and Captains are some of the worst culprits. Like most things as you get older, hearing ability diminshes. There is nothing worse than having to lean across the flight deck in a vain attempt to hear the other Pilot. Actually there is, and that is having to ask for a repetition for the fourth time ! Even the best flight decks tend to be noisy places and speaking clearly and with reasonable volume is much appreciated.
5) Don't assume the autopilot and or FMC are doing what you think they are. Monitor them carefully. I had one chap who felt that the descent would be a good time to show one of the cabin crew his cartoon drawing abilities. This left me doing my job and his whilst also attempting not to bite off the end of my tongue ! That lasted for one whole minute! If you are going to do the job then do it well, or at least give the impression that you are trying to do so. Remember that the captain is not infallible (God knows!!) so monitor what they are doing as well.
6) It is fairly irritating to feel that you are carrying someone who won't pull their weight. make an effort to turn up on time such that the pre-flight paperwork can be completed without having to then rush. If you are one those (thankfully rare) individuals who feels the need to turn up at the last possible reporting time, it probably means the captain will have done the paperwork that was otherwise assigned to you. Without wanting to get into a discussion on the relative merits of various companies FTL reporting times, it is going to do nothing to endear you to a Captain who notices that he is regularly doing your work for you.
7) You are never going to be compatible with everybody and the reverse is also true. It is the nature of the beast that the Captain usually carries the can for anything that goes seriously wrong. They will probably have experienced many occaisions when something has happened that wasn't picked up either by themselves or by the other pilot that subsequently laid them open to criticism from on high. As a result they may often seem overly pedantic on issues that raely bother other Captains. These sort of things and the general variety of personalities can often make interaction more difficult than perhaps it ought to be. Don't allow it to become unduly stressful. Be as professional as you can be and endeavour to be pleased by your own performance even if you know acknowledgement won't always be forthcoming.
In summary, I enjoy flying with people who have clearly made an effort to know their subject. People who are communicative. They are flexible and clearly absorb information and knowledge about the aircraft and the Captains they will be flying with. They give every impression of being commanders in their own right but also are people that you can rely on in flight and down route. People who are clearly diplomatic and tactful but also won't allow you to make a serious ommision or error without themselves being readilly aware and where necessary ready to correct it. There are many First officers who fit this mould perfectly and although much of it is aquired by experience, the potential is often very obvious at an early stage.
Sorry to go on at length but I hope this helps provide one of many answers to your question.
Last edited by Bealzebub; 12th June 2004 at 17:22.