If I’m PF, I always brief that in the event of an engine failure or any emergency on takeoff, I will hand over to the FO after the after take off checks are complete, (ie, after any recalls, the clean up and any immediate non normal checklists are complete). If he’s PF, I tell him not to expect me to take over in the event of a problem. (Obviously, if he’s not coping, like any captain in the same situation, I’d take over, but I’m not about to mention that in any briefing, and I must say, these days I fly with very few FOs with whom I think that would ever be a problem.)
There may be a better way to ‘skin the cat’, but if there is, I haven’t found it yet. However, I’d be very happy to hear of someone else’s favoured system if they think they’ve got a better one.
In this day and age, with an operational and engaged autopilot providing what amounts to a third pilot in the crew in almost all situations, the old argument of not allowing an inexperienced FO to handle the aircraft in an emergency is almost no longer an issue.
The above procedure, in my opinion at least, has many advantages over any other I’ve seen. It is the best, most efficient use of all assets available to the captain. The FO has a clearly defined primary role – fly the aircraft and manage the flight path, in particular keeping the aircraft well away from any ‘cumulo granitus’ – leaving the captain relatively unloaded to do want he’s paid to do – manage the entire situation without trying to play at being a one arm wallpaper hangar by flying the aircraft as well as trying to do everything else he must do.
It damn near halves the talking on the flight deck in a non normal situation, (which has to be an advantage in itself), allowing the captain to deal directly with ATC, the purser and the pax without the ‘filter’ the FO sometimes imposes on any instructions the captain may give him. This is particularly important when the FO might not have English as his first language (which can be a large factor in my current airline).
This is not to say that the captain is handing over control of the situation to the FO. He remains the directing pilot, (or perhaps a better word, the ‘manager’ of the situation), directing the FO in how he wants the aircraft configured and positioned. However, he, (the captain), remains infinitely better placed to maintain a good total situational awareness by not risking becoming fixated on trying to fly the aircraft while attempting to manage the whole show.
I have to admit that I usually take over just before commencing the approach, but this isn’t because I believe the FO couldn’t do as good if not better job than I could. It’s more a combination of the fact that in the sim, the checkie usually wants to see me do the SE landing or SE missed approach (and besides, we can't have the young whippersnapper having all the **** fun). This takeover does have a very positive aspect. On taking over, I ask the FO to sit back, now unloaded himself, and review everything he’s seen me do and to suggest any improvements or better ways he thinks the situation might be handled. Some damned good suggestions sometimes come of this.
I think in a real situation, which I have had thankfully very few, particularly if a go around was a probability, I’d leave the FO as PF all the way to landing and take over only on clearing the runway – but that ‘FO’s review’ before commencing the approach is worth its weight in gold, even if it means another trip around the holding pattern before commencing the approach.
edited for typos
Last edited by Wiley; 24th July 2002 at 06:29.