I made Captain! Now how do I be one?
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I made Captain! Now how do I be one?
Hi all
I have flown single pilot to my first thousand hours and had a blast so far. Upon reaching 900 hours I went directly into left seat training on a light twin, passed my single pilot PPC at 1000 and now find myself being Captain essentially without ever being a copilot. (Poor me, I know
)
I am now finding it slightly difficult to react to those in the right seat who has less experience and less "hands and feet" in the airplane. At what point do tell them "I have control". Obviously I know safety is number one, and don't ever compromise it, ever, but there is something to be said for learning by experience and your own mistakes. just looking for input on the whole situation all together.
Any insights at all on the many aspects of being a quality Captain would be greatly appreciated.
Thanks in advance!
I have flown single pilot to my first thousand hours and had a blast so far. Upon reaching 900 hours I went directly into left seat training on a light twin, passed my single pilot PPC at 1000 and now find myself being Captain essentially without ever being a copilot. (Poor me, I know
)I am now finding it slightly difficult to react to those in the right seat who has less experience and less "hands and feet" in the airplane. At what point do tell them "I have control". Obviously I know safety is number one, and don't ever compromise it, ever, but there is something to be said for learning by experience and your own mistakes. just looking for input on the whole situation all together.
Any insights at all on the many aspects of being a quality Captain would be greatly appreciated.
Thanks in advance!
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One that flies more often than not into icing doing upwards of 20 take off/ landings a day on short snow and ice strips in Northern Canada. Also one that sometimes has a Co-Pilot. I didn't realize that my job was any less important because there are only 10 SOB.
Thanks for the quality reply though.
Thanks for the quality reply though.
You probably need to chill a bit albertaboy. There may have been an element of sarcasm in tinpis's reply, but there are a few differences to being a Multi-Crew Captain depending on what sort of aircraft you fly.
My first foray as being a "Multi-Crew" Captain occured some 20 years ago. The company I worked for had a fleet of mostly 10 seat Piston twins with a few C441's thrown into the mix. They operated Charter and RPT and were usually flown single pilot. For the RPT however, if the auto-pilot was U/S they were required to be operated with a second crew member. I'm assuming by your post this may be the situation you now find yourself in.
All the regulations required for this sort of op, was that the "Co-Pilot" be endorsed on type, have a CPL, and a current intrument rating. No multi-Crew training was required. We had about 4-5 chaps who would regularily fill this role. Most were up and coming CPL holders looking for a foot in the door, and were usually paid a token amount or not even paid at all!
I had little or no experience in Multi-Crew ops at the time, so I made it up as I went along. I like to think of myself as a "people person" so I thought it important to allow the guy in the RHS to gain as much experience as possible, but you need to be careful. I usually flew the more challenging sectors and let the new guy fly the easier ones. That way I was able to get a feel for what type of operator he was. Without any SOP's to guide us, some of the Captains simply relagated the RHS guys to Radio and Nav duties! I tried wherever possible to give the Co-Pilot's leg for leg, but as I said you needed to be carefull.
Today I work in a structured and regulated environment. The unexpected can, and still does occur, but my command training for my current position covered most aspects of multi-crew operations. Captains at our company are essentially "Trained" to be Captains, and they are not checked to line as such unless they can demonstrate proper multi-crew SOP's.
As for when "do I need to take control"? My advice is always to be ready, and if in any doubt, fly the sector yourself. Can be hard work sometimes, but also remember, to get the most out of your co-pilot, they need to be confident that they are part of a team!
P.S.
Gidday Happy Bandit. I considered that, thought I might have a go anyway!
My first foray as being a "Multi-Crew" Captain occured some 20 years ago. The company I worked for had a fleet of mostly 10 seat Piston twins with a few C441's thrown into the mix. They operated Charter and RPT and were usually flown single pilot. For the RPT however, if the auto-pilot was U/S they were required to be operated with a second crew member. I'm assuming by your post this may be the situation you now find yourself in.
All the regulations required for this sort of op, was that the "Co-Pilot" be endorsed on type, have a CPL, and a current intrument rating. No multi-Crew training was required. We had about 4-5 chaps who would regularily fill this role. Most were up and coming CPL holders looking for a foot in the door, and were usually paid a token amount or not even paid at all!
I had little or no experience in Multi-Crew ops at the time, so I made it up as I went along. I like to think of myself as a "people person" so I thought it important to allow the guy in the RHS to gain as much experience as possible, but you need to be careful. I usually flew the more challenging sectors and let the new guy fly the easier ones. That way I was able to get a feel for what type of operator he was. Without any SOP's to guide us, some of the Captains simply relagated the RHS guys to Radio and Nav duties! I tried wherever possible to give the Co-Pilot's leg for leg, but as I said you needed to be carefull.
Today I work in a structured and regulated environment. The unexpected can, and still does occur, but my command training for my current position covered most aspects of multi-crew operations. Captains at our company are essentially "Trained" to be Captains, and they are not checked to line as such unless they can demonstrate proper multi-crew SOP's.
As for when "do I need to take control"? My advice is always to be ready, and if in any doubt, fly the sector yourself. Can be hard work sometimes, but also remember, to get the most out of your co-pilot, they need to be confident that they are part of a team!
P.S.
Gidday Happy Bandit. I considered that, thought I might have a go anyway!
Last edited by KRUSTY 34; 29th Aug 2010 at 11:53.
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Thanks for the words Krusty, aswell as the chill advice. I guess I get a little crazy if I havn't had a cold one by 5pm on a Saturday.
I think always being ready is a very good tip. I have caught myself a couple times assuming they know to put in left rudder, or whatever it may be. Usually they do, but the odd time it just doesn't register to them.
I have no doubt they won't be the only ones learning in that cockpit!
.I think always being ready is a very good tip. I have caught myself a couple times assuming they know to put in left rudder, or whatever it may be. Usually they do, but the odd time it just doesn't register to them.
I have no doubt they won't be the only ones learning in that cockpit!
Good question. I don"t fly professionally, but I'm taking up a figurehead role that is new to me and doing a similar thing. My suggestion is that you make a list of 6 - 10 questions. Not technical ones about adding rudder, but the ones behind those questions about showing leadership to a less experienced no.2. Then I'd find 3 or 4 of the absolute best most admirable captains you can and ask them. The questions need to be well thought out so that a) you don't waste their time and b) so they immediately see that you're smarter than the average bear. I think that you'll be surprised by the positive reception you get.
The other advice that comes up time and time again from the good authors is to do a personal critique of each flight and identify the bits you are uncomfortable about and without the pressure of flying, think about alternate options.
The other advice that comes up time and time again from the good authors is to do a personal critique of each flight and identify the bits you are uncomfortable about and without the pressure of flying, think about alternate options.
Can be hard work sometimes, but also remember, to get the most out of your co-pilot, they need to be confident that they are part of a team!
Sharing sector for sector and keeping the crew in the loop via effective communication/briefing ensures you both know what you're trying to achieve and if it starts deviating from that plan query each other as to why with standard callouts or just plain english. This usually ensures any unsafe situations are handled before the point a change of control is necessary. If another crew member starts to deviate from the plan without telling me whats changed I will assume he's making an error and will query it. If the aircraft state will lead to an unsafe situation don't wait for it to get there, act, if it involves taking over than so be it.
From a leadership point of view aspire for the highest standards, operate within the rules but don't make the crew feel like you are invincible as they may not communicate errors or problems to you that you have missed. If an FO does call you on a speed or tracking tolerance or points out you have made an error make sure it is clear you appreciate the input (no matter how stupid it may have been) and don't come across as if you knew you were making the error and was getting around to it.
When you get to point that you have non-pilots as part of the crew have the same respect for their input. Flight attendants pointing out loose fasteners or stange noises and smells are important. Never dismiss a problem they point out as they may eventually stop trying to pass on info and give up thinking that their input is not valued.
Last edited by 43Inches; 29th Aug 2010 at 00:23.
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Reality Check
Alertaboy,
Have a look at the limitations section at the front of the POH of the aircraft you are operating. At a guess I would say it is a C208. If, as I suspect, under the heading Pilots required it says minimum crew ONE then you should not be operating multi crew unless your company operations manual specifies two crew operations for that aircraft. If your company did have that requirement you would have had comprehensive training to complete your duties as Captain and you would not have posted this thread.
Groggy
Have a look at the limitations section at the front of the POH of the aircraft you are operating. At a guess I would say it is a C208. If, as I suspect, under the heading Pilots required it says minimum crew ONE then you should not be operating multi crew unless your company operations manual specifies two crew operations for that aircraft. If your company did have that requirement you would have had comprehensive training to complete your duties as Captain and you would not have posted this thread.
Groggy
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Hey Groggy, it's PA-31 cheifton. I had some training but just looking for some real world tips
Cheers!
Cheers!
Last edited by albertaboy; 29th Aug 2010 at 07:38.
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I can recommend a copy of the following book, about US$35, which can be ordered from Amazon. It contains very sage advice for pilots at all stages of their career:
"Aircraft Command Techniques" by Sal J Fallucco
"Aircraft Command Techniques" by Sal J Fallucco
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airline-command.blog_spot.com/
OK, for the above link to work take the _ out of the word blog_spot to make one word. I had to do this because this site wont allow it.
the site has some great articles about command issues.
but my advice is to know the SOP's, limitations of ur a/c, jeps requirments.
Also, if in doubt.... there is no doubt go the safest option. and slow it down man if need be :-)
OK, for the above link to work take the _ out of the word blog_spot to make one word. I had to do this because this site wont allow it.
the site has some great articles about command issues.
but my advice is to know the SOP's, limitations of ur a/c, jeps requirments.
Also, if in doubt.... there is no doubt go the safest option. and slow it down man if need be :-)
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So Its a Chieftain
Alertaboy,
Ok he is some real world advice. Do not under any circumstances fly your Chieftain with 10 POB unless you are working over a very short sector. The reason being that unless your calculator is different to mine you will be grossly overweight. And don't be even thinking about using standard weights. Happy flying.
Groggy
Ok he is some real world advice. Do not under any circumstances fly your Chieftain with 10 POB unless you are working over a very short sector. The reason being that unless your calculator is different to mine you will be grossly overweight. And don't be even thinking about using standard weights. Happy flying.
Groggy
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We have Vortex generators which legally increase the gross from 7k to 7368lbs max T/O. Weight and balances are well within limits. Also we run it single pilot most of the time, but have it in our OC to run it two crew when needed. Many government contracts require 2 crew. This is where it gets challenging sometimes. Going from single pilot to two crew, back and forth multiple times a day is a little tricky, all part of the fun though.
Thanks again to all for the words and the advised reading. I'll be checking them out asap.
Cheers
Thanks again to all for the words and the advised reading. I'll be checking them out asap.
Cheers
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For the contracts that require two crew, I suggest that what they really want is a second set of eyes and possibly to cover the case where the PIC becomes incapacitated.
I would not allow the guy in the right hand seat to take off or land as that would degrade safety.
Your company sops, will or at least should have the pilot monitoring, (the guy in the right seat) role.
Things like calling sustained errors in speed, altitude, tracking etc. Assisting with radio, briefing pax, but a low time, I assume endorsed pilot, flying leg for leg in a single pilot aircraft is not increasing safety.
Are the guys in the right seat being paid the same as the guys in the left?
I would not allow the guy in the right hand seat to take off or land as that would degrade safety.
Your company sops, will or at least should have the pilot monitoring, (the guy in the right seat) role.
Things like calling sustained errors in speed, altitude, tracking etc. Assisting with radio, briefing pax, but a low time, I assume endorsed pilot, flying leg for leg in a single pilot aircraft is not increasing safety.
Are the guys in the right seat being paid the same as the guys in the left?