Captains interfering with the FO's flying
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Pilot Pete
If you felt you had to go straight in to the CP hopefully you would first tell the individual involved? Wouldn't be going to the office without him/her knowing you were going to complain about him/her?
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politely say "You have control" to the interfering Capt let him continue that sector and the subsequent sectors as P1 and annotate the journey log to the effect you handed over control to him/her. Then go home knowing you have behaved professionally in a difficuilt situation.
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Interesting topic as I have heard many FO's reflect on Captains that "give duel" while they are flying. I'm not talking about situations that envolve safety or variation from SOP's, but technique.
As a fairly experienced MD-80 instructor and Check Airman, I have given many Line Checks and watched crew interaction. In my experience, when a Captain continually corrects an FO, due to technique, it is usually because the FO is doing something the Captain isn't use to or hasn't seen. Possibly even flying better, especially when it's "hands on, autopilot off". It usually comes from lack of experience or lack of confidence on the Captains part.
If the FO is operating in a "relm" the Captain is not use to, the Captains confidence may be envolved. There is more than one pilot/Captain out there that shouldn't be in the position. I believe the definition of the PIC is "the master of the aircraft". Lowering the flaps or Landing Gear at a different time/position, say on a Visual Approach, is no reason to "prompt" or "pimp" the SIC.
Everyone doesn't fly the airplane the same and every situation can be different. As long as safety and SOP's are adhered to the FO should be left alone to fly "his leg" and his skills respected.
As a fairly experienced MD-80 instructor and Check Airman, I have given many Line Checks and watched crew interaction. In my experience, when a Captain continually corrects an FO, due to technique, it is usually because the FO is doing something the Captain isn't use to or hasn't seen. Possibly even flying better, especially when it's "hands on, autopilot off". It usually comes from lack of experience or lack of confidence on the Captains part.
If the FO is operating in a "relm" the Captain is not use to, the Captains confidence may be envolved. There is more than one pilot/Captain out there that shouldn't be in the position. I believe the definition of the PIC is "the master of the aircraft". Lowering the flaps or Landing Gear at a different time/position, say on a Visual Approach, is no reason to "prompt" or "pimp" the SIC.
Everyone doesn't fly the airplane the same and every situation can be different. As long as safety and SOP's are adhered to the FO should be left alone to fly "his leg" and his skills respected.
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Captains "Interfering" on an F/O's sector????
Apart from the rogue types who occupy BOTH sides of too many cockpits we should take a broader view perhaps.
The operation is prioritised in general as,
SAFETY
PASSENGER COMFORT
SHEDULE
ECONOMY
In my present position few of my F/Os have more than 500 hours and are on wide bodied jets, so there are skill, exposure, cultural, authority gradient situations where CRM skills are needed to ensure the operation is as above and the "knowledge" can be passed on as well.
"Knowing" everything and always "being right" is not the possession of any seat in the cockpit, BUT the bias could/should perhaps be, apart from the rogues, on the side of the Captain.
Walking the ailerons during the T/Off roll and on final with a spoiler deflection in calm conditions cause comments from me, is that interference?
Coarse use of the speed control instead of "profile", busting speed restrictions below 10.000 as it "saves time", is comment interference?
Taking over at the flare when the 2nd "10" has sounded, where does that fit?
Calling up to 100 feet early on altitudes to show how sharp you are, Comment?
Calling "Glide slope" below the minima on a visual approach, comment?
Physical interference is at times not only necessary; it is required from BOTH sides. Should that be an unnecessary occurrence, only the two people there at the time can say, as can the QAR/FDR/CVR if SAFETY was in any way compromised and the appropriate reports made
I was an F/O for 13 years, the game hasn't changed much in this area, the young know it all, get rid of the old farts as they are wrong and in my seat. I am about to give my seat up as I have achieved the "fart" status, so you can have it, look after it and BE SAFE.
Apart from the rogue types who occupy BOTH sides of too many cockpits we should take a broader view perhaps.
The operation is prioritised in general as,
SAFETY
PASSENGER COMFORT
SHEDULE
ECONOMY
In my present position few of my F/Os have more than 500 hours and are on wide bodied jets, so there are skill, exposure, cultural, authority gradient situations where CRM skills are needed to ensure the operation is as above and the "knowledge" can be passed on as well.
"Knowing" everything and always "being right" is not the possession of any seat in the cockpit, BUT the bias could/should perhaps be, apart from the rogues, on the side of the Captain.
Walking the ailerons during the T/Off roll and on final with a spoiler deflection in calm conditions cause comments from me, is that interference?
Coarse use of the speed control instead of "profile", busting speed restrictions below 10.000 as it "saves time", is comment interference?
Taking over at the flare when the 2nd "10" has sounded, where does that fit?
Calling up to 100 feet early on altitudes to show how sharp you are, Comment?
Calling "Glide slope" below the minima on a visual approach, comment?
Physical interference is at times not only necessary; it is required from BOTH sides. Should that be an unnecessary occurrence, only the two people there at the time can say, as can the QAR/FDR/CVR if SAFETY was in any way compromised and the appropriate reports made
I was an F/O for 13 years, the game hasn't changed much in this area, the young know it all, get rid of the old farts as they are wrong and in my seat. I am about to give my seat up as I have achieved the "fart" status, so you can have it, look after it and BE SAFE.
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Heres a different one..
Whats the best way to deal with a hot-shot F/O who has a hard time dealing with a younger (age-wise) captain?
Having spoken to the other captains of the company (all older) it seems I might have a issue I have to tackle at some point. I knew that I had to confront this having become a Bizjet captain at a young age, but am slightly unsure how the best way is to handle this. The guy in question is technically competant and usually makes good decisions as the flying pilot. But the plot is sometimes lost when something unexpected happens requiring a change in plan. This has resulted in me having to, as PIC, to tell him what to do. What has happened is that he tries to override(or question) me acting as if we are equal in the cockpit..
Also during debriefing about the different scenarios, he has a hard time accepting any constructive critique from myself (as a "captain-in-training" as FO's are, the assumption is that they should accept this as part of the deal..)
Coming from an instructional background and lots of experience in type, I do not "prompt" everything in the cockpit but let the FO's do their own thing, or ask them to tell me what the plan is if I need it. I have, as yet, not had to take over the airplane, as again, they are proficient guys. I'm just asking you older guys who have flown with your share of the good, bad and the ugly..
And yes, the person in question will know its about him when he reads this..
Whats the best way to deal with a hot-shot F/O who has a hard time dealing with a younger (age-wise) captain?
Having spoken to the other captains of the company (all older) it seems I might have a issue I have to tackle at some point. I knew that I had to confront this having become a Bizjet captain at a young age, but am slightly unsure how the best way is to handle this. The guy in question is technically competant and usually makes good decisions as the flying pilot. But the plot is sometimes lost when something unexpected happens requiring a change in plan. This has resulted in me having to, as PIC, to tell him what to do. What has happened is that he tries to override(or question) me acting as if we are equal in the cockpit..
Also during debriefing about the different scenarios, he has a hard time accepting any constructive critique from myself (as a "captain-in-training" as FO's are, the assumption is that they should accept this as part of the deal..)
Coming from an instructional background and lots of experience in type, I do not "prompt" everything in the cockpit but let the FO's do their own thing, or ask them to tell me what the plan is if I need it. I have, as yet, not had to take over the airplane, as again, they are proficient guys. I'm just asking you older guys who have flown with your share of the good, bad and the ugly..
And yes, the person in question will know its about him when he reads this..
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LRdriver
IF diplomacy fails, point to the four bars on your shoulder and TELL the offending person that if he/she doesn't like the way you run the ship, he should take his/her concerns to the fleet manager.
Has always worked for me.
In the two cases that I have had to do so, the First Officer in question was demoted to a lower fleet....and he deserved all he got, as many others had complained as well.
SOME (a very few) never learn.
IF diplomacy fails, point to the four bars on your shoulder and TELL the offending person that if he/she doesn't like the way you run the ship, he should take his/her concerns to the fleet manager.
Has always worked for me.
In the two cases that I have had to do so, the First Officer in question was demoted to a lower fleet....and he deserved all he got, as many others had complained as well.
SOME (a very few) never learn.
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Maxi101,
Yes all the calls are necessary to prevent the "undershoot", but this one was below 200', on the PAPI.
Some also want to know the body angle to rotate to in the flare as Quote "I find the flare easier if I look inside a bit". As most of our approaches are in VMC?????
We have developed CRM to a good level, it's only a few who toss their biscuits around in all seats, some people need help, advice, correction and occasionally a little "foot reflexoligy" (My foot, their reflex).
SAFETY is the game, be carefull of gravity, IT SUCKS.
Yes all the calls are necessary to prevent the "undershoot", but this one was below 200', on the PAPI.
Some also want to know the body angle to rotate to in the flare as Quote "I find the flare easier if I look inside a bit". As most of our approaches are in VMC?????
We have developed CRM to a good level, it's only a few who toss their biscuits around in all seats, some people need help, advice, correction and occasionally a little "foot reflexoligy" (My foot, their reflex).
SAFETY is the game, be carefull of gravity, IT SUCKS.
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Having followed this thread and posted comments already, it appears that the subject in question has changed to 'incompetent F/O'swho require a captains intervention. I don't think there is any question that a captain should intervene if the F/O is getting it wrong and questions like 'should the captain call a below glideslope deviation in the last 200' when on a visual approach', well yes, if he feels that the aircraft is low he should call it, as should the F/O as PNF for the same reason. I certainly wouldn't consider that to be interfering. If I called it and the captain felt it unnecessary due to him being on the papis I would at least hope that he 'double checked' to ensure the correct picture no matter what the papis were saying, and again, it comes down to good airmanship. If I were wrong I would appreciate comments (about anything), and frequently get them, as that is how I learn. If comments aren't forthcoming I will tend to ask for an opinion on 'what went wrong'.
I think the subject as posted is more to do with the (very few) captains who insist on things being done their way and pushing buttons, moving levers and doing things without request from the PF (FO) for no good reason. That is interfering, and as already pointed out leads to a breakdown in CRM and degradation of safety. So let's keep the subject at the forefront and not get into this 'too old captain/ jumped up F/O' rubbish. Neither of these types deserve a place on the flight deck.
So all the points that you have brought up greybeard appear to be about a lack of or bad flying skills which need rectification by way of training (or in my case just simply pointing out what I am doing wrong during any line sector). There is no question about this, but the original question, I think concerns interference with no good reason.
PP
I think the subject as posted is more to do with the (very few) captains who insist on things being done their way and pushing buttons, moving levers and doing things without request from the PF (FO) for no good reason. That is interfering, and as already pointed out leads to a breakdown in CRM and degradation of safety. So let's keep the subject at the forefront and not get into this 'too old captain/ jumped up F/O' rubbish. Neither of these types deserve a place on the flight deck.
So all the points that you have brought up greybeard appear to be about a lack of or bad flying skills which need rectification by way of training (or in my case just simply pointing out what I am doing wrong during any line sector). There is no question about this, but the original question, I think concerns interference with no good reason.
PP
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Pilot Pete,
Yes it got a little off the track, the OVER-RIDING factor must be SAFETY, and some people consider advice, assistance and corrective measures as interference.
Regretably some people DO push, pull and move things when they think it is "needed" and this is also unacceptable.
This is where CRM, assertivness and CHIRPS are needed and should be used as a way of reinstating some sanity in the cockpit.
I took the original comments to be a bit of a winge as to some people resisting being corrected/assisted/motivated along the learning process, sorry if I got it on the wrong bias.
In the last week I have had one try to run me off the side, one call for the gear during the rotate while the wheels were still on the ground, (but the IVSI had the required climb rate Captain!!!!)
So life goes on and we do our best, admit OUR OWN many and varied errors, omissions and mistakes as well, band width will prevent my listing of my own then and regrettably still now stuffups
There really are only three kinds of Pilots
Those who have stuffed up,
Those who will stuff up,
And the dangerous ones who lie they never have stuffed up.
The F/Os of today are hopefully the Captains of tomorrow, I hope they learn from our examples, good and bad, and do a better job than those who have gone before.
Yes it got a little off the track, the OVER-RIDING factor must be SAFETY, and some people consider advice, assistance and corrective measures as interference.
Regretably some people DO push, pull and move things when they think it is "needed" and this is also unacceptable.
This is where CRM, assertivness and CHIRPS are needed and should be used as a way of reinstating some sanity in the cockpit.
I took the original comments to be a bit of a winge as to some people resisting being corrected/assisted/motivated along the learning process, sorry if I got it on the wrong bias.
In the last week I have had one try to run me off the side, one call for the gear during the rotate while the wheels were still on the ground, (but the IVSI had the required climb rate Captain!!!!)
So life goes on and we do our best, admit OUR OWN many and varied errors, omissions and mistakes as well, band width will prevent my listing of my own then and regrettably still now stuffups
There really are only three kinds of Pilots
Those who have stuffed up,
Those who will stuff up,
And the dangerous ones who lie they never have stuffed up.
The F/Os of today are hopefully the Captains of tomorrow, I hope they learn from our examples, good and bad, and do a better job than those who have gone before.
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Actually, I'd disagree with those categories...
- There are those who have stuffed up and will do so again and happily admit it.
- And there are those who have stuffed up, will do so again, but are incapable of admitting they ever made an error in their life, and consequently are incapable of learning.
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If we go back to the original thread Barrelroll posted we are not, I believe talking about egotistical F/Os trying to strut their stuff, but the real (but thankfully infrequent) well meaning but interfering Capt who keeps up a running commentary of "left a bit, down a bit" imposing his style on the flight. We have a couple and as far as safety is concerned well I would agree that from the RH seat it is annoying irritating and sometimes darned dangerous, as one obediently follows what is prompted and "backseat drivers" are NOT in the loop so don't always make the right decision.
Behaviour wise it DOES show a lack of confidence, but it is in the Capt not the F/O who does not feel in control so has this burning need to impose the way he would fly the flight in order to feel comfortable.
Please let us dismiss the bleedin' obvious anecdotal stories that are clear safety issues, that's NOT a debate here that any sensible pilot would have.
But this subtle erosion of an F/Os esteem, confidence in making quite ordinary flying decisions is undermining and destructive. As a mature person, but newly into aviation, I handle this by looking at the prompt eg " you need to descend now, or turn now" carefully decide if it fits in with my situational planning and either comply or modify it "I'll take descent in 2 minutes / yes I think I'll turn now" rather than dumbly following orders. I think it is important to "own" the the decision yourself. The flight sector must be the responsibility of the PF although the Capt has the authority of the flight. CRM of course emphasises the process of decision making and is quite clear, but I wonder how many pilots take note. Let's be sure that flights are NOT on the solo Cpt standby copilot level.
Two captains who have this problem from different backgrounds, both very nice people indeed and didn't realise their interference. One is ex instructor and hasn't learned how to stop, so a lighthearted banter to him about "Is this lesson one or two on the C152?" caused a startled apology, he was quite shamefaced and we giggle about it now. The second is trickier as with some personal problems, single crew military mentality which he knows he slips into, and unfamiliarity on a new type gave him very low tolerance threshold of anyone he flew with. I tackled this by explaining in detail exactly how I planned to fly the sector (wx conditions etc) and before we got to (say) TOD or approach once we knew what was coming up I would then explain to him how I planned to fly it with options. The essence of achieving trust in the cockpit is being able to predict others behaviour so by letting him know what I was planning to do early seemed to defuse things. He then had the chance to put his views forward at a time when we could both consider them and stop this sudden "turn right now" "Call visual and if you can't see the airfield I'll take control because I have" (that was a beaut)
Going to the CP, passing control to the captain is all pretty destructive to everyone's morale, so anything you can think of to restore HIS confidence is going to be good. Now that all the line trainers will have completed their NOTECHS training by the end of March, hopefully they will start to pick up this problem on OPCs LPCs as they should, and gently but firmly get a more evenhanded performance from BOTH pilots in the cockpit
Behaviour wise it DOES show a lack of confidence, but it is in the Capt not the F/O who does not feel in control so has this burning need to impose the way he would fly the flight in order to feel comfortable.
Please let us dismiss the bleedin' obvious anecdotal stories that are clear safety issues, that's NOT a debate here that any sensible pilot would have.
But this subtle erosion of an F/Os esteem, confidence in making quite ordinary flying decisions is undermining and destructive. As a mature person, but newly into aviation, I handle this by looking at the prompt eg " you need to descend now, or turn now" carefully decide if it fits in with my situational planning and either comply or modify it "I'll take descent in 2 minutes / yes I think I'll turn now" rather than dumbly following orders. I think it is important to "own" the the decision yourself. The flight sector must be the responsibility of the PF although the Capt has the authority of the flight. CRM of course emphasises the process of decision making and is quite clear, but I wonder how many pilots take note. Let's be sure that flights are NOT on the solo Cpt standby copilot level.
Two captains who have this problem from different backgrounds, both very nice people indeed and didn't realise their interference. One is ex instructor and hasn't learned how to stop, so a lighthearted banter to him about "Is this lesson one or two on the C152?" caused a startled apology, he was quite shamefaced and we giggle about it now. The second is trickier as with some personal problems, single crew military mentality which he knows he slips into, and unfamiliarity on a new type gave him very low tolerance threshold of anyone he flew with. I tackled this by explaining in detail exactly how I planned to fly the sector (wx conditions etc) and before we got to (say) TOD or approach once we knew what was coming up I would then explain to him how I planned to fly it with options. The essence of achieving trust in the cockpit is being able to predict others behaviour so by letting him know what I was planning to do early seemed to defuse things. He then had the chance to put his views forward at a time when we could both consider them and stop this sudden "turn right now" "Call visual and if you can't see the airfield I'll take control because I have" (that was a beaut)
Going to the CP, passing control to the captain is all pretty destructive to everyone's morale, so anything you can think of to restore HIS confidence is going to be good. Now that all the line trainers will have completed their NOTECHS training by the end of March, hopefully they will start to pick up this problem on OPCs LPCs as they should, and gently but firmly get a more evenhanded performance from BOTH pilots in the cockpit
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I am a f/o myself but thank god in the company i work for these kind of captains are indeed a minority. The way i coped with it is to folloe SOP's as much as i can unless it is not practicall to do so. When such a situation arises and i have to divert from the sop's i just say "non standard selecting........."
I once had a Captain try to teach me how to do a xwind ldg while i was on final approach(as if i never did one b4 ) .... I pretended i was listening and did my own thing. Then on the next sector i did exacly the same to him and when he turned around and said he knew how to do it. I said so did i and told him that now he knows how i felt when he did it..He apologised and never did it again.
I am a f/o myself but thank god in the company i work for these kind of captains are indeed a minority. The way i coped with it is to folloe SOP's as much as i can unless it is not practicall to do so. When such a situation arises and i have to divert from the sop's i just say "non standard selecting........."
I once had a Captain try to teach me how to do a xwind ldg while i was on final approach(as if i never did one b4 ) .... I pretended i was listening and did my own thing. Then on the next sector i did exacly the same to him and when he turned around and said he knew how to do it. I said so did i and told him that now he knows how i felt when he did it..He apologised and never did it again.
Oh by the way, can you imagine how bad it is when 2 captains fly together LOL
I once had a Captain try to teach me how to do a xwind ldg while i was on final approach(as if i never did one b4 ) .... I pretended i was listening and did my own thing. Then on the next sector i did exacly the same to him and when he turned around and said he knew how to do it. I said so did i and told him that now he knows how i felt when he did it..He apologised and never did it again.
I am a f/o myself but thank god in the company i work for these kind of captains are indeed a minority. The way i coped with it is to folloe SOP's as much as i can unless it is not practicall to do so. When such a situation arises and i have to divert from the sop's i just say "non standard selecting........."
I once had a Captain try to teach me how to do a xwind ldg while i was on final approach(as if i never did one b4 ) .... I pretended i was listening and did my own thing. Then on the next sector i did exacly the same to him and when he turned around and said he knew how to do it. I said so did i and told him that now he knows how i felt when he did it..He apologised and never did it again.
Oh by the way, can you imagine how bad it is when 2 captains fly together LOL
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....OR, a regular line captain and a training/check captain together.
Having been on both sides of the aforementioned fence, can only say.......leave the other guy alone to do his job.
But some just cannot resist sticking their oar in...usually mucking up the waters somewhat....or a lot.
Having been on both sides of the aforementioned fence, can only say.......leave the other guy alone to do his job.
But some just cannot resist sticking their oar in...usually mucking up the waters somewhat....or a lot.
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Well I've just spent three long nights with another one of these characters, the first two nights with a jumpseat F/O who's new to type observing. He even contemplated going sick before the end of the trip as he didn't want to spend his first few sectors of training getting what had been dished out to me! Now I know I am far from the 'rounded' product but I am safe and have a pretty good grasp of what's going on but for 5 sectors over two nights I received little 'digs' constantly, like 'ha, told you so' in this battle to prove that he knew more than me, which, let's face it, with 30+ years flying experience he should do! I found it undermining and had to bite my tongue constantly. When he cocked up and I tried to point out why the marshaller hot thrown his batons out of the cot he told me that I didn't understand marshalling signals and should look them up! He was wrong but refused to admit it and blamed the marshaller for our bad parking position. This is what is alarming, he is NEVER wrong in his eyes, despite constant mistakes which when pointed out (diplomatically) he has an excuse for, usually to blame the F/O. He even left an engine running, turned off the beacon and had the loaders approaching the a/c while he filled in the tech log.
So how do you deal with this? He is another character who is well known in his company for this. You cannot just stand your ground as a pitched battle will ensue. You cannot just point out your reasoning as this is dismissed offhand. All you can do is endure and remain professional, but he tries your professionalism every time you fly with him and it is very hard not to get annoyed whilst trying to concentrate on the job inhand. The saddest thing is I actually learnt some bits and peices whilst he was training the other guy but my lasting memory is not of this small positive.
Interfering without touching a control, another gift of the few.....
PP
So how do you deal with this? He is another character who is well known in his company for this. You cannot just stand your ground as a pitched battle will ensue. You cannot just point out your reasoning as this is dismissed offhand. All you can do is endure and remain professional, but he tries your professionalism every time you fly with him and it is very hard not to get annoyed whilst trying to concentrate on the job inhand. The saddest thing is I actually learnt some bits and peices whilst he was training the other guy but my lasting memory is not of this small positive.
Interfering without touching a control, another gift of the few.....
PP
Props are for boats!
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I fly an Otter multi-crew. All be it mostly VFR , we are still flying around paying Vacationers from the States.
Its my first Multi-Crew Job , and my first as a Captain. I dont have any Co-pilot time. So initailly during my training to line where I am I did alot of no-nos. I have nearly 4000HRS Single Pilot IFR Turbo prop and recip experience. So the transition was hard. There seems to be no real good books on the topic Ive found either.YOU HAVE TO THINK ALOUD.
Anyway I have made some decisions initailly that , I believe were ok, but I could have attacked differently.
One day we were approaching our base Airport in marginal weather. We were to do a Left hand pattern to land. I was visual with the runway on myside on downwind. I wasnt sure if my F/O was, I asked are you visual, he replied no, So I took control using standard phraseology " I have control" he replied "you have control". I turned the aircraft onto final, then handed over again. So the F/O could continue. Is this the correct way to do things?
In this multi crew environ obviously safety is vital No.1 issue. In achieving this crews need to bo coesive and have single contentment that either one of the crew knows what he or she are doing and where we are heading with this hunk of metal.
Information loop is vital. When Im on approach and I am flying and Im out of tolerance or even in tolerance and slightly off Ill tell the F/O strarght away "Right of Centre line correcting" ,"Ref
+ 15 correcting or decent rate checked" I beleive this is important. I f you have the slightest unease let it be voiced, dont bottle up your wait until its out of tol to talk. I let all the F/Os I fly with, be aware of this. We all need to be happy with whats happeneing.
Am I still green and over sensitive to flying with someone else?Probably so. Im still learning this Multi Crew stuff and I believe its somethings thats not a complete science and is allways evolving especially with the Technology advancements in our sector.
Regards
Sheep
Its my first Multi-Crew Job , and my first as a Captain. I dont have any Co-pilot time. So initailly during my training to line where I am I did alot of no-nos. I have nearly 4000HRS Single Pilot IFR Turbo prop and recip experience. So the transition was hard. There seems to be no real good books on the topic Ive found either.YOU HAVE TO THINK ALOUD.
Anyway I have made some decisions initailly that , I believe were ok, but I could have attacked differently.
One day we were approaching our base Airport in marginal weather. We were to do a Left hand pattern to land. I was visual with the runway on myside on downwind. I wasnt sure if my F/O was, I asked are you visual, he replied no, So I took control using standard phraseology " I have control" he replied "you have control". I turned the aircraft onto final, then handed over again. So the F/O could continue. Is this the correct way to do things?
In this multi crew environ obviously safety is vital No.1 issue. In achieving this crews need to bo coesive and have single contentment that either one of the crew knows what he or she are doing and where we are heading with this hunk of metal.
Information loop is vital. When Im on approach and I am flying and Im out of tolerance or even in tolerance and slightly off Ill tell the F/O strarght away "Right of Centre line correcting" ,"Ref
+ 15 correcting or decent rate checked" I beleive this is important. I f you have the slightest unease let it be voiced, dont bottle up your wait until its out of tol to talk. I let all the F/Os I fly with, be aware of this. We all need to be happy with whats happeneing.
Am I still green and over sensitive to flying with someone else?Probably so. Im still learning this Multi Crew stuff and I believe its somethings thats not a complete science and is allways evolving especially with the Technology advancements in our sector.
Regards
Sheep
Join Date: Sep 1999
Location: here to eternity
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PilotPete, the captain you were flying with cannot be dealt with (except on a single flight) with CRM.
You really need to raise problems like that with your Flight Safety Officer, one of the trainers, fleet manager or chief pilot.
A starting point might be to discuss it with other FO's.
You really need to raise problems like that with your Flight Safety Officer, one of the trainers, fleet manager or chief pilot.
A starting point might be to discuss it with other FO's.