Captain’s expectations of a new FO.
 

Easy. I expect him/her to listen to me - even if I am an old dodderer. I have learnt a lot in fifty years and the broad yellow streak up my back has served me well!

pretty much nothing. I get them to fly the first 10 - 20 sectors and get used to the environment. Nobody flies well when they are being grilled for a load of pointless questions that the other bloke already knows the answer to. Everyone knows how to fly - they have a licence - so I let them do the bit they already know how to do. All the other crap can come later..

and I don't particularly quiz them on anything. We just work through anything that comes up. After a while, most things do!

Predictability

Not a trainer.

It takes time for conceptual knowledge to build up in such a way that you are capable of digesting what is written in the manuals. Without a year or two of experience most things you read in the manuals mean nothing. Heck, even those with 10 years of commercial flying experience are sometimes none the wiser about some topics because the rules change so quickly!

SOP's a re a foundation on which can be built.
Initially experience is gained following SOP's to the letter, this is what initially is taught in line training and acts as the best foundation for flying when released from training.
It then takes years of experience, learning from different highly experienced motivated captains to learn good airmanship and variations to SOP if required in the interest of safety.
SOP's cover 99.99% scenarios, some however fall outside them, these are learnt by flying and being presented with them the flight line.
There is not always a right and wrong in things either, but only one method is taught initially, to keep you and your colleagues and passengers safe.

Do not forget OM-C.
Contingency Procedures especially. They differ in some countries.

Know how to say the following:
1. That was a great landing captain;
2. Can I buy you a beer captain?;
3. I will take the ugly one captain.

It is a shame you will miss out on the fun real flying can give .But it seems direct to the RHS of a mini jet is the way things are done these days .
​​​​​​.Learn as much about the aircraft you are flying as you can. When you fly with a good captain learn from them . The way they do something, the way they think, ask them questions on how they made the decision they made, observe the way they talk/communicate with crew and company, the way they lead. When you fly with the not so good captain (and you will), use the phrase "OIC" when they try and teach you garbage, and think back to what the good captain taught you .
Try and refrain from starting an instagram persona being a gym/monk/ginger etc pilot . Do the job because you enjoy it, not to try and make people think you are less insecure than what we probably are . Have real friends not followers .
Be truthful when you don't know something . No-one knows everything, if asked something you don't know, admit it and ask questions to learn . Be truthful to yourself when you have a bad day at work: thump the landing in, give whip lash to crew and pax when using the brakes, make a cluster of a PA or radio call. Reflect on it trying to improve .
Don't become a FMC junky .be able to work out your own descent profile rather using speed brakes to keep the vert deviation at 0 . Know how much fuel your aeroplane burns in the cruise and in the hold and use the FMC to back up your calculations. Know how much fuel your flight plan will have you landing with. By this I mean in Kilos or pounds, rather than saying I have 20 min extra. By knowing this you can pick a fuel problem earlier, and before you get the EICAS or ECAM .and make a better decision on how much fuel will be required.
But most all, try your best, and enjoy your flying .

As amply demonstrated by the excellent answers above, Cloudmedic has done himself a big favour asking his question here.

in my company they give you a training record which lists all the topics you should know and will be quizzed about during your line training. There is a supplement there that lists all the relevant chapters in OM-A/B/C/D that one can cover to prepare. Basically in order to be released for line check you have to have all topics marked with sufficient grades from your line training captains. Generally the way it works is - you take off, establish a cruise and if the workload is low, the cpt simply asks which topics have you prepared and are ready to discuss. So basically you prepare at your own pace

But the theory questions really don't begin until you are some 10 sectors in and somewhat comfortable with whats going on. Until then really don't fall behind the plane really and don't plant it into the ground

I wish 411A was still around to add his thoughts on this topic:eek:

You can't expect anyone to show up early for report let alone new first officers, nobody has a right to dictate this to any member of the crew. All I would expect is a good knowledge of SOPs and be open to a little bit of advice. The only person responsible for one's training and development is the first officer himself. Everything else will grow with experience.

Don't turn up smelling of beer and boasting that you were on the turps the night before. Then repeat the same boast a few days later. These cool dudes are in every airline and need an instant put down by the captain. They are potential alcoholics and a potential danger in the future unless stopped in their tracks early in their employment

I used to tell brand new First Officers/Second Officers - 'if in doubt, ask....and never under-estimate my ability to make mistakes..' !

Turn up on time for the brief with the mobile stowed and on silent..
Know the SOPSs.
Don't assume that Flight School/ATO has taught you everything you'll ever need to know about flying ....it's just the beginning etc, etc..
The fact that the the old git or gitess in the LHS went through Flying college or the Milittary in the days of chalk and talk, analogue instruments...and worse still knows nothing about "Love Island" does not mean they are clueless.
And despite the above caveats....do speak up if you think something going wrong or you see something going on you don't understand.
To my mind it is simply a question of balance and mutual respect.

One of the most important things to try and remember about the Ops Manual, A,B,C or D, is that it is not necessary to commit large sections to memory, only to know, with a degree of certainty, where to find the answers to questions that may arise. Notwithstanding that you are expected to have a sound knowledge of the emergency checklists that require immediate actions, the 'boxed items' as some operators name them.

my phone is on and loud for a very simple reason - captains phone can sometimes go out of reception when the Ops are calling with important info. Happens once every week or so.

Should have worked harder at school.

Not a trainer, so two questions:
1. Is the airport open?
2. Do they have gas?

I see plenty of new FOs who have learned the SOPs parrot fashion without fully understanding the reason for them. Personally, I would prefer more fundamental skills such as being able to land the aircraft.

I assume that you take this extra 20 minutes into account for the purpose of FTL calculations in that case?

If the allotted time for checking the flight plans, briefing etc. is insufficient then we take our time, leave late and that's the company's problem. I don't expect the FOs to be there until they're rostered to be there.

Lot's of inflated opinion here.
Get used to it, my dear young FO! This is how it will be for the coming 4000 hours:
Captain A wants X, captain B says he's all about Y but does Z, captain C let's you do your thing, captain D will give you a bullocking for doing X and so on.

In the mean time you learn every day.