What Makes A Good Captain?

[jacqueline]

Hi

I have just completed a CRMI (ground) course and I have a class of new captains coming up. I am interested if there is any literature our there for CRM and also for personal views on the ideal captain.......

[ShyTorque]

I have just completed a CRMI (ground) course and I have a class of new captains coming up.

To your room?

[redsnail]

I don't know about any literature about.
I'm a new captain and the position is teaching me a lot but in a way I didn't expect.

I cannot speak for any one else but I've found that instead of demanding the FO do it "my way" let them do their style so long as it is compliant with the SOPs and so forth. Is it worth alienating your crew member for the sake of a word written on the PLOG? I don't think so. Is it worth making sure that it's SOP compliant, yes. SOP compliance is a must, technique compliance isn't.

I've also found that I am taking more of an "overview" of the day's flying rather than the nitty gritty of it. The FO's more than capable of doing the nitty gritty once s/he's been given the task of the day/sector.

It's absolutely vital to establish an open communication cockpit and to let the FO know that I expect him/her to speak up when necessary. I have found that rather than get upset at "new" FOs who may not be as fast at certain tasks let them have the time to learn and to offer guidance and suggestions. In other words, continue their training even though I am a new Captain. (I also remember what I was like learning to be an FO so it would be hypocritical of me to get angry).

If I don't support them, then they sure as heck won't support me.

In the years I was an FO I actively learnt from my captains. There were styles I liked and styles I didn't. I'd like to think I can hopefully be the captain that I liked.

I am sure there's other more vastly experience captains who can enlighten you further on this CRM task.

[ShyTorque]

Well said, Reddo, I fully agree with you. SOPs must be complied with, but there is often some leeway within them for personality, and so it should be.

Autocrats don't often get the best from their co-pilots; we're all human beings with individualities and feelings (just don't tell the engineers, not that they would believe it).

A good captain is someone who can get the best from his/her crew by allowing them to WANT to work to the best of their ability.

A sense of humour and a bit of human understanding goes a long way towards achieving that, IMHO.

These days I just please myself, as I operate single pilot much of the time. Trouble is, I've heard all my own jokes now.

[cavortingcheetah]

redsnail has the trick in one actually when she says that she remembers what it was like learning to be an FO. Hold that memory!

[Gulfstreamaviator]

Red Snail, has said it all

The job of captain is to manage resources.

The crew must respect you and your ability to do the job professionally.

I have recently attended a CRM course, where an other captain, told everyone how he was the perfect captain.....but we all kenw how he really worked....

so coursesare only a small window.

glf

[parabellum]

1. Ensure all crew members have a room.

2. Identify the smokers in crew by waving a packet of free fags in the air.

3. Arrange crew party in a smokers room, (the one who took the fags).

4. Arrange for some small eats so that half way through a well developing
party some junior doesn't pipe up, "When are we going to eat?"

5. Buy one's round if necessary but hopefully CC Chief will have arranged sufficient 'part halves' to take off, (a la Laker).

6. Maintain smile in crew bus next morning waiting, whilst drumming fingers, for tardy crew members.

7. Never, ever, fall out with CC Chief.

8. Err............that's about it.

[Old Smokey]

To follow on from Ozymandias, never fail to thank the F/O for pointing out an error you've made or are about to make, even if it was only a small one. In that way, they will feel comfortable to call it when you're about to make a big one.

Know where to draw the line if and when a difficult operational scenario arises, such that the F/O is not pushed to or beyond their own level of comfort. For an F/O of low experience, tactfully take control after establishing that they're not comfortable (ask), and talk your way through the exercise (even if you're not an instructor or examiner) so that they learn something from it. For a more experienced F/O who is comfortable, ALLOW them to accomplish the exercise with your close monitoring and support, such that they might increase their confidence and ability. For an experienced Senior F/O, definately ALLOW them to accomplish the exercise with your close monitoring and support, as their command is approaching, and the experience will be invaluable.

Engender a cockpit atmosphere where the F/O is the Second in Command or Deputy Captain of the aircraft. One day, by force of circumstance, he or she may be elevated to command of the flight at a moment's notice.

Treat every crew member, from the most senior to the most junior, as a vital member of a complete professional crew. The day may arrive (it has many times) when the most junior crew member in the aft galley saves a whole lot of lives, one of which may be yours.

If my F/Os don't make better captains than I did, then I will have failed in my professional 'mandate'. Each aspiring Captain moving to the left seat brings with them their own individual abilities, PLUS all of the good input received from my generation, and all preceding generations of Captains.

Regards,

Old Smokey

[Dream Land]

Old Smokey, thanks for the great advice!

[ikan_terbang]

Be aware of getting overfriedly in an effort to get popular.
For me...I am firm and friendly initially. As the sectors go by, examine the level of trust you can afford to the FO. Then let the power distance ( or authority gradient ) shallow out a bit or as required.

[fireflybob]

Many years ago I wanted to define a "good" captain. I found it quite difficult until I came up with a brainwave - lets identify a "bad" captain! Always turns up to work late shabbily turned out and unprepared, is offhand to fellow crewmembers, doesn't follow Sops etc.

Now just invert the "bad" captain picture and what do you get? Always arrives at work on time (or even early!), well turned out and well prepared , is pleasant to fellow crew members, follows Sops etc - you get the idea I am sure!

That said there are, as they say, many different ways of skinning a cat! I also think a good captain has some "style" ! Some of the best ones I have ever flown with have had a unique style whilst still following the Sops etc. They have been fun to fly with but they also really knew the job inside out.

[Centaurus]

A good captain does not:
Constantly "advise" the F/O in an attempt to either disguise his (the captain's) own nervousness or to demonstrate his superior judgement.
Have his hands "hovering" over the flight controls under the pretext of "guarding" them. Worse still, "helping" the PF with his flare height or speed control. MITTS OFF!
Push or pull the throttles under the PF's hand while the PF is flying an ILS or landing generally. Again, MITTS OFF..
Insist high speed be kept up by the PF when clearly the time has come when a slower speed is appropriate.
Snap at the F/O for perceived transgressions against the captains personal viewpoints. Deliberately ignoring a support call from the F/O.
Act in a superior or otherwise disdainful manner towards his second in command as if he is just "the boy in the RH seat."
Encourage the F/O to make his own decisions on fuel loads, FMC inputs, thunderstorm avoidance using airborne radar, then over-rule each decision where clearly the situation allows for a flexible solution.

[Dream Land]

Have his hands "hovering" over the flight controls under the pretext of "guarding" them

At my airline below 10,000 feet we are required not just to "hover" but to actually be ON the controls.

[BOAC]

but to actually be ON the controls

- reminds me of the brief before the first night-flying circuits with the 'future Marshals of the RAF' at RAF Cranwell:

"Well, Bloggs, night landings are really just like day ones except the controls feel a little heavier at night".

[Rananim]

Some politically-correct answers so far..if a guy or gal is nice and follows all the rules but has lousy SA and/or judgement then does that make them a good Captain?NO.Turn it around and lets say the guy has excellent SA/judgement but is a difficult SOB and doesnt do everything by the rule-book?Is that possible you say?YES,I've seen it.I was flying before CRM became fashionable.Some of these Captains were excellent but in todays pc world would be lambasted as dinosaurs.Its difficult to say,because the SA/judgement qualities made him highly proficient but his inability to get along and hence get the best from his crew was a problem.The non-adherence to SOP's made my job more difficult.Whats he going to do next?I couldnt see the poetry he was showing me.I wasnt experienced enough.I was out of the loop which is bad.But read Gann's book and tell me its bad.Its a tough call really.
I suppose what I'm trying to say is..it would be awful if some young aspiring airline pilot reads this thread and thinks its more important to be nice and follow SOP's than to have experience and good judgement.Have them all I say.But always know that the bottom line is that safety is directly proportional to your experience and level of airmanship and not much else.

[BurglarsDog]

A good captain should act no differently to many others in real leadership situations. Perhaps read some of the great explorers lessons. Ranulph Fiennes for example bullet points many leadership lessons learned leading a crew of 2 or so across antarctica in one of his books; and Im sure many of these translate across the jumpseat into the more comfortable confines of a cockpit.

My own feelings :

Have fun, be nice, always be optimistic , appreciate cultural differences, and :-

Communicate Motivate Educate!

DogGone

[Tee Emm]

At my airline below 10,000 feet we are required not just to "hover" but to actually be ON the controls

Why on earth would any airline require BOTH pilots to be handling the controls at the same time. This is a recipe for confusion. What is wrong with the well known "You have control" or "I have control?" Is the autopilot on your aircraft so unreliable that you need to have four hands on the wheel?

[Dream Land]

It's called flying an Airbus.

[CamelhAir]

its more important to be nice and follow SOP's than to have experience and good judgement.

It's coming to an airline near you, one with a harp on the tail.
An airline with captains with only 1,000 jet hours (of the 3,000 total required, some are obtaining the first 2,000 instructing on SEP's), so experience is definitely not a prerequisite. However, an ability to not put a word wrong on SOP's is deemed sufficient qualification for command.
Where else would you have training captains promoted to that position almost as soon as getting their own command, and with barely 3,000 hrs themselves?
Beware the B738 near you with a total cockpit time of less than 3,500 hours, of which less than 1,500 may be jet time.
As for judgement, a quick perusal of the incident reports will scotch any idea that that's a requirement

[411A]

A good captain does NOT:

Constantly "advise" the F/O in an attempt to either disguise his (the captain's) own nervousness or to demonstrate his superior judgement.
Have his hands "hovering" over the flight controls under the pretext of "guarding" them. Worse still, "helping" the PF with his flare height or speed control. MITTS OFF!
Push or pull the throttles under the PF's hand while the PF is flying an ILS or landing generally. Again, MITTS OFF..
Insist high speed be kept up by the PF when clearly the time has come when a slower speed is appropriate.
Snap at the F/O for perceived transgressions against the captains personal viewpoints. Deliberately ignoring a support call from the F/O.
Act in a superior or otherwise disdainful manner towards his second in command as if he is just "the boy in the RH seat."
Encourage the F/O to make his own decisions on fuel loads, FMC inputs, thunderstorm avoidance using airborne radar, then over-rule each decision where clearly the situation allows for a flexible solution.

Very well said.
The First Officer has been trained and assigned to the flight.
Let him (or her) get on with the job, and generally it works out quite well.

What does not work out well is a Captain that is always trying to stick his oar in to muddy the waters.