Your leg or simply your take off?
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Your leg or simply your take off?
Interesting discussion with a former ancient aviator who flew in the DC3 era in Australia. He joined with barely 250 hours, no instrument rating and went on to fly as a DC3 co-pilot directly from an aero club where he flew Tiger Moths and Wackett Trainers. Part of his flying training in the aero club was subsidized from a war service grant from the Australian Army where he fought in New Guinea.
He told me he could not understand the now well established principle of giving the co-pilot a "leg" which included the take off and the landing at the other end. In his era, the captain was in charge of the flight and depending on weather and other conditions he might offer the co-pilot a take off or a landing but a "leg" was unheard of. There was no such animal as a PF or PM. The crew consisted of the captain and his co-pilot.
The system worked well and there were no en-route arguments over decision making that often is a feature of my leg or your leg. CRM and TEM was yet to be invented in USA (and thence presented to the Western world as the ideal antidote to the occasional cowboy behaviour). Normal good manners and good airmanship were the accepted values of those immediate post war times. To be offered a take off and a landing by the captain was considered a privilege in those days - not a God given right...
My old friend wondered the reaction of the modern day co-pilot if told that he could do the take off or the landing but the captain ran the rest of the show?
He told me he could not understand the now well established principle of giving the co-pilot a "leg" which included the take off and the landing at the other end. In his era, the captain was in charge of the flight and depending on weather and other conditions he might offer the co-pilot a take off or a landing but a "leg" was unheard of. There was no such animal as a PF or PM. The crew consisted of the captain and his co-pilot.
The system worked well and there were no en-route arguments over decision making that often is a feature of my leg or your leg. CRM and TEM was yet to be invented in USA (and thence presented to the Western world as the ideal antidote to the occasional cowboy behaviour). Normal good manners and good airmanship were the accepted values of those immediate post war times. To be offered a take off and a landing by the captain was considered a privilege in those days - not a God given right...
My old friend wondered the reaction of the modern day co-pilot if told that he could do the take off or the landing but the captain ran the rest of the show?
Judd,
There is no lack of manners or good airmanship now, or then, and believe me, even the latter "DC-3" days (that's, almost, where I started) leg for leg was the norm. Flying leg for leg does not create "arguments", the Captain is the Captain, and every co-pilot knows it!
You have to go back to WW11 and immediately after to find examples of what you are describing, it didn't last long in Australia.
Some other countries, like the UK, it was a different matter.
Tootle pip!!
There is no lack of manners or good airmanship now, or then, and believe me, even the latter "DC-3" days (that's, almost, where I started) leg for leg was the norm. Flying leg for leg does not create "arguments", the Captain is the Captain, and every co-pilot knows it!
You have to go back to WW11 and immediately after to find examples of what you are describing, it didn't last long in Australia.
Some other countries, like the UK, it was a different matter.
Tootle pip!!
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Gee can't wait until this turns into another thread about the "youth of today" and their sense of entitlement. Seems a wonder that anyone that didnt have an overhead view of Dresden got anywhere near the controls for 45 years.
Should the rest of the world wait for people to die, before they are deemed worthy of the hallowed yoke? Or should people be content with looking after the Captains charts? What does FO stand for, folding only?
Should the rest of the world wait for people to die, before they are deemed worthy of the hallowed yoke? Or should people be content with looking after the Captains charts? What does FO stand for, folding only?
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Gee can't wait until this turns into another thread about the "youth of today" and their sense of entitlement.
50 50 The grown-ups are talking here. Please be quiet.
Judd I spent this morning at a dawn service in Williamstown. I joined the Commandos in 1985. Our trainers were largely Vietnam veterans or people trained by them. I left the Commandos in 2010. During that 25 years the role, definition, training, qualifications etc. changed almost beyond recognition. And that was during my service. If I were to compare a 2015 Commando to a 1960 Commando they wouldn't recognise each other.
Similar for aviation. The old ways are the old ways. They belong (for better or worse) in the past.
IMHO.
DIVOSH!
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I have a position as it were in each camp, the first one from my late Father.
Dad finished WW2 as a WO1 with 461 Sqn RAAF. (Sunderland Flying Boats) He had done the required training and flown the required number of trips to qualify for the 'Skippers' position and command of his own aircraft. He actually was granted Command
but never flew a single trip as VE day happened about two days after he was 'promoted.' 
On the 27th of October 1945 he finally found his way home and flew from Melbourne to Adelaide (Parafield) in a Dakota. He told me the story thus;
'I was sitting down the back with a group of AIF and RAAF personnel and the Pilot appeared, glanced at us RAAF lot and asked "Any of you lot Multi Engine rated?" Dad put up his hand as was told 'Right, up the front; Second Pilot!"
Dad remarked that the PIC did the T/O, handed over to him at about 1,000' and upon arrival at Parafield, talked him through the landing.
Fast forward 49 years and I was second Pilot on an outback mail run using Chieftains. My official position, as chiselled in stone by Company Management was to sit there, look like I knew what was going on, and not touch anything, anytime, anyhow!!
Not a single trip went by when the PIC did not hand over to me at some stage of the flight. There were occasions when I flew the entire leg(s) from T/O to landing. It was not required for the PIC to do so; indeed it was contrary to Management instructions!
The bottom line?
Quite possibly, and most likely so!
But at least in my case, and way back in late '45 for my late Father, the PICs concerned did not have that attitude.
DiVosh; Thank you Sir. You said in one short phrase what I was trying to say in a rather long essay!
Dad finished WW2 as a WO1 with 461 Sqn RAAF. (Sunderland Flying Boats) He had done the required training and flown the required number of trips to qualify for the 'Skippers' position and command of his own aircraft. He actually was granted Command
but never flew a single trip as VE day happened about two days after he was 'promoted.' On the 27th of October 1945 he finally found his way home and flew from Melbourne to Adelaide (Parafield) in a Dakota. He told me the story thus;
'I was sitting down the back with a group of AIF and RAAF personnel and the Pilot appeared, glanced at us RAAF lot and asked "Any of you lot Multi Engine rated?" Dad put up his hand as was told 'Right, up the front; Second Pilot!"
Dad remarked that the PIC did the T/O, handed over to him at about 1,000' and upon arrival at Parafield, talked him through the landing.
Fast forward 49 years and I was second Pilot on an outback mail run using Chieftains. My official position, as chiselled in stone by Company Management was to sit there, look like I knew what was going on, and not touch anything, anytime, anyhow!!
Not a single trip went by when the PIC did not hand over to me at some stage of the flight. There were occasions when I flew the entire leg(s) from T/O to landing. It was not required for the PIC to do so; indeed it was contrary to Management instructions!
The bottom line?
A Skipper who takes the attitude that the FO is there to keep the seat warm wouldn't be a skipper for much longer in many of today's Airlines
But at least in my case, and way back in late '45 for my late Father, the PICs concerned did not have that attitude.
The old ways are the old ways. They belong (for better or worse) in the past.
I'm not sure I understand the difference?
The PIC is still the PIC regardless of who actually has their hands and feet on the controls.
We regularly have discussions enroute about the best course of action, sometimes the LHS points out something I don't know or haven't considered and sometimes I highlight something the LHS hasn't noticed or thought of.
At the end of the day, as PIC, they get "final say"... And as long as they can reasonably justify their decision, and it isn't going to kill me, I'm happy to go along...
As far as the "Captain and his co-pilot" method goes... I'm fairly sure there are a number of "Air Crash Investigation" episodes which highlight why things are different these days.
The PIC is still the PIC regardless of who actually has their hands and feet on the controls.
We regularly have discussions enroute about the best course of action, sometimes the LHS points out something I don't know or haven't considered and sometimes I highlight something the LHS hasn't noticed or thought of.
At the end of the day, as PIC, they get "final say"... And as long as they can reasonably justify their decision, and it isn't going to kill me, I'm happy to go along...
As far as the "Captain and his co-pilot" method goes... I'm fairly sure there are a number of "Air Crash Investigation" episodes which highlight why things are different these days.
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"There is no lack of manners or good airmanship now"
Your leg, says the captain to his co-pilot during flight planning.
OK, says the co-pilot. Not a word of thanks of course, which seems par for the course in todays airline flight deck. Perhaps to actually say thanks, is seen as a sign of weakness. If so, more's the pity. Surely isn't it plain old fashioned good manners?
En route bad weather is looming and after studying the weather pattern on the radar, the captain decides to track well clear of a storm front. He asks the co-pilot to turn left to the required new heading in order to miss the storm by 20 miles.
Copilot replies that it is his leg - not the captain's - and he sees no reason to turn yet to avoid the storm. And yes, that is exactly what happened on one recent flight in Australia in a well known domestic airline flying between Brisbane and Sydney.
Isolated case you may say - but what's this about "there is no lack of manners or good airmanship, now" ?
Your leg, says the captain to his co-pilot during flight planning.
OK, says the co-pilot. Not a word of thanks of course, which seems par for the course in todays airline flight deck. Perhaps to actually say thanks, is seen as a sign of weakness. If so, more's the pity. Surely isn't it plain old fashioned good manners?
En route bad weather is looming and after studying the weather pattern on the radar, the captain decides to track well clear of a storm front. He asks the co-pilot to turn left to the required new heading in order to miss the storm by 20 miles.
Copilot replies that it is his leg - not the captain's - and he sees no reason to turn yet to avoid the storm. And yes, that is exactly what happened on one recent flight in Australia in a well known domestic airline flying between Brisbane and Sydney.
Isolated case you may say - but what's this about "there is no lack of manners or good airmanship, now" ?
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sheppey
You seriously expect a thank you?
In general I've never thanked a captain for doing a sector, in fact every airline I've worked for it was expected to be leg for leg unless....... and that doesn't mean the capt being a dick.
I never expect an FO to thank me and I nearly always give them the extra sector.
Your other comment re the diversion....."My controls".
In general I've never thanked a captain for doing a sector, in fact every airline I've worked for it was expected to be leg for leg unless....... and that doesn't mean the capt being a dick.
I never expect an FO to thank me and I nearly always give them the extra sector.
Your other comment re the diversion....."My controls".
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Not The Bounty these days...
The days of captain's "running the show" Captain Bligh style are thankfully long gone from Airline operations. Modern CRM demands it...and safety outcomes are the winner for it.
Both the Captain and the FO are integral pieces in the system that gets an aircraft safely from one place to another. Their parts are clearly and definitively scripted by the Company.
The Company explicitly tells them both what to do and how to do it.
This includes ensuring that both pilots remain current.
Unless there is a sound reason otherwise (such as inexperience, or pilot performance issues into a particularly challenging airport) , then the Company REQUIRES that captains share PF duties with First Officers.
Behaviour otherwise will quickly find that Captain having to explain themselves to the Company. For it is not the Captain's train set...it is the Company's.
While friendly respect for the Captain's position should be a given, grovelling FO thank you's for being 'allowed' a PF leg are not required.
The captain may be the PIC...but The Boss is ALWAYS the Company!
PG
Both the Captain and the FO are integral pieces in the system that gets an aircraft safely from one place to another. Their parts are clearly and definitively scripted by the Company.
The Company explicitly tells them both what to do and how to do it.
This includes ensuring that both pilots remain current.
Unless there is a sound reason otherwise (such as inexperience, or pilot performance issues into a particularly challenging airport) , then the Company REQUIRES that captains share PF duties with First Officers.
Behaviour otherwise will quickly find that Captain having to explain themselves to the Company. For it is not the Captain's train set...it is the Company's.
While friendly respect for the Captain's position should be a given, grovelling FO thank you's for being 'allowed' a PF leg are not required.
The captain may be the PIC...but The Boss is ALWAYS the Company!
PG
ACMS,
Precisely.
Another opportunity for a learning experience for the F/O.
Always give your F/Os plenty of hands on, they might be the Captain, one day, when you are a passenger.
As one of the old and bold of WW11 said to me, many years ago, always be nice to your S/O, he might be your fleet manager some day.
Tootle pip!!
Precisely.
Another opportunity for a learning experience for the F/O.
Always give your F/Os plenty of hands on, they might be the Captain, one day, when you are a passenger.
As one of the old and bold of WW11 said to me, many years ago, always be nice to your S/O, he might be your fleet manager some day.
Tootle pip!!
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Is this thread for real? I can't believe this is still a thing unless you're in Asia somewhere with a 200hr FO. Sure I have taken sectors sometimes in bad wx or a landing here and there depending on the FO's experience/skill level but I never EVER considered it being a privilege giving an FO a sector..... And i definitely never expected a thank you! Join the times it is 2015 cockpits are shallow gradients now with both crews involved in the decision making process and the skipper having the final say. Pretty simple. The only thing I don't appreciate is an FO who doesn't have any respect for the captains authority and boy do they exist but thankfully not in large numbers 
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Captain = Pilot in Command
It seems pretty simple to me. If any F/O can't accept that in all cases, unless the safety of the aircraft and occupants would be put at risk, what the Captain says is what goes. The comment that " it is not the PIC's train set but the Company's" is, in my view, utter crap. The Captain bears the ultimate responsibility for the safe conduct of the flight and it is his backside that will be kicked if he allows his F/O to get away with refusing a reasonable request, such as "come on to a heading of ..... to give us 20 miles from that buildup". It may be the F/O's leg, but it is the Captain's aircraft.
Well said Old Fella.
I am all for giving the F/O "hands on" and often ensured that they got the more challenging leg if I thought that their handling skills were good for it, or would be improved by the experience without terrorising the pax.
If my name was on the flight plan, mine was the licence on the line, therefore it was always my ship; managed something like a ship with each crew member having specific responsibilities. It was not some hippy hugfest in the forest. Constructive suggestions were welcomed, as were tactful pointers to my errors (and there were a few). But any smart arse point scoring attempts were smacked down, usually by withdrawing 'leg for leg' privileges for a day or two, in order to better hone my skills to the level expected by the ace in the right seat.
Fortunately I only had to do that a few times over many years. Generally it was a case of sharing leg for leg with many a fine First Officer.
I am all for giving the F/O "hands on" and often ensured that they got the more challenging leg if I thought that their handling skills were good for it, or would be improved by the experience without terrorising the pax.
If my name was on the flight plan, mine was the licence on the line, therefore it was always my ship; managed something like a ship with each crew member having specific responsibilities. It was not some hippy hugfest in the forest. Constructive suggestions were welcomed, as were tactful pointers to my errors (and there were a few). But any smart arse point scoring attempts were smacked down, usually by withdrawing 'leg for leg' privileges for a day or two, in order to better hone my skills to the level expected by the ace in the right seat.
Fortunately I only had to do that a few times over many years. Generally it was a case of sharing leg for leg with many a fine First Officer.
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Command decisions
Pilat, no one is claiming all Captain's are infallible. What this thread is about is whom is in command. From some of the posts here it seems that some F/O's are of the opinion that when they are the handling pilot on a sector that they are in command. If they cannot accept that the Captain is in command and has the responsibility for what happens on the flight then maybe that F/O should try driving a taxi or some other craft. Nobody I know would ever be critical of another crew member speaking up if they were unhappy about an aspect of the flight. It all comes down to a matter of respecting authority of those with the ultimate responsibility.
Twenty five years ago an old very gentlemanly ex BEA and BA Captain said to me;
"Oh dear, what's all this CRM bollocks about? Whatever happened to airmanship and being a good bloke"
Spot on then and spot on now.
"Oh dear, what's all this CRM bollocks about? Whatever happened to airmanship and being a good bloke"
Spot on then and spot on now.
Regardless of individual opinions about saying thanks for a take off, leg or landing, this flying story in Air Facts Journal furnishes readers with some corporate history on the subject. No doubt it may interest some and yet bore others to tears.
Read or delete as you wish.
Thanks for the landing - Air Facts Journal
Read or delete as you wish.
Thanks for the landing - Air Facts Journal
there were no en-route arguments over decision making that often is a feature of my leg or your leg.
I've never had an argument over decision making. Occasionally I have re-stated my position.