You've stated several times that the guy in the other seat was asleep. WHO was the pilot flying, hmmmm....?


If you think I disagreed at any point that maintaining an appropriate airspeed for prevailing conditions (mountain wave, in this case), you need to re-read my post. If you missed the fact that I was pointing out that YOU were (at least) as responsible as the captain for finding yourself in that situation, you need to re-read my post. If you think that I'm the ignoramus for pointing this out, you need to re-evaluate your critical thinking skills and take a long, hard look in the mirror.

I think I know who you're talking about... This is a huge issue at SkyWest with people flying extremely slow.... If you're not comfortable you really need to express it and put your foot down, this slow flying has gotten out of control.

Especially with the events of the last year...Yeah he is a totd.

I didn't find myself in any situation because I did my job and flew the plane (i.e. increased the power and speed to avoid a situation) when he became negligent in performing his duties as pilot flying.

I know the place he's put in and it's a very uncomfortable one to be in. You've got guys flying with super senior Captains and they're only a couple years into 121 flying or less and it's hard for them to bring up a concern. I get it all the time and they justify their actions with their years of doing it... It's hard to be the chameleon.

Uncomfortable, maybe, but the airplane doesn't care about the seniority of the crew. If you don't bring up your concern you're passing it on for another FO to deal with.

You may want to climb off that soapbox there TOTD.

Well, good--that, of course, was my point. I'm sorry if I misunderstood your original post:

I took that to mean you spent "all day" correcting those trends, etc., rather than fixing the root problem. Possible internetish-to-English translation error....

??? :confused:

Which part, specifically, do you disagree with...?

(And, before you answer, take note that the OP has already posted that he did do exactly what needed doing with the thrust....)

You called him a tool without validating how he handled it. seems pretty obvious

did you bring it up with pro standards or anyone? Or just wait and make a TOTD post about it?

Not sure how other pro stans work, but if I'm correct about the airline in question, pro stans is only allowed to deal with personality-conflict and cockpit climate type issues. If direct operational of safety considerations are involved (they are in this case) pro stans won't touch it with a ten foot pole.

So the noob might have a choice of calling the CP, or biatching on APC...

Today's TOTD.

The guy walking around ATL wearing a sleeveless gray argyle sweater over his uniform with his epaulettes ever so slightly visible.

You, sir, are at the forefront of flight crew fashion.

Just wearing a sleeveless argyle sweater would qualify on its own. No bow tie?

Need the wing tip shoes too. Oh let's not forget the tam either.

To the Delta Flight northbound from Colombia today. Maybe not TOTD, but a worthy attempt. Immunity granted for Latin/South/New Hire Newbies.

The sequence of ATC was as follows,
Bogota Center
Barranquilla South
Barranquilla North
Kingston Center
Havana Center
MIA Center

Every handoff/new contact was standard, fine, no problem.

Problems? Every single approach to an FIR boundary was a call to the center requesting the next centers frequency up to and including MIA Center. Newflash for our heroes, it's written in the King's English on the chart you were issued. Read up on it.

Also, there were no less than three separate calls asking "Hello Bogota/Barranquilla, are you still there?"
Things are quiet down there at certain times, be quiet and if they want to talk to you, they will call on Guard.

Problem #2, there were three separate instances of calling the next FIR boundary center on Guard instead of the right frequency. Kudos to the polite Guard cops away from the RJ infested NE USA.

FYI, one doesn't have to contact MIA center 10 minutes prior northbound from "Koo-ba" anymore.

My bets are a Chief Pilot or Schoolhouse problem child CA was onboard. I personally like my peace and quiet for naptime at that time of day and of course, my radio discipline is flawless :D:D:D

I have a decent amount of time flying around that area and granted the aircraft were older and less than stellar I did find myself lost comm occasionally until I was able to get a relay from another A/C for a new freq. More so happened headed to Brazil dealing with Venezuela. I found it helpful to grab a backup freq from them to not have to try out the entire list on the charts.

As for calling MIA 10 min before, UAL just put out a bulletin stating this is required.

Lighten up, Francis ^^^^^ I'm thinking that the first several times you crossed the Carib you didn't sound all that polished either.

Dolphin...you're the tool. Thank you for self disclosing.

Yeah, the crew could have done their homework. Very easy to review Pans Ops and Jeppy Manuals. Laziness comes into mind. However, at the end of the day, I vote for crappy training from those who've never been further from the underground from ATL. Operators within Austrial Asia know how this stuff works. Why not DAL? The other day, listening to a crew arguing with Brisbane Center justifying SLOP whilst operating in radar contact in Brisbane Center's radar without appropriate clearance. Argggg.

Apologies to the DAL crew.
Event wasn't worthy of highlighting the operator on this thread, just lame attempt at sarcastic humor and not the right thread for it.

As I mentioned, completely understand if it was a new guy to south ops. There are many more risks down there, and on second thought, erring on the positive side is a good thing.

I'll also admit the changes by MIA ATC have been as clear as mud re MIA. When over Cuba northbound to MIA, no call required, but they still want a call northbound over Haiti and the D.R.
Your guys might have taken the move to just standardize it. That might be a better move until MIA gets more consistent across all the FIR's excluding the NY Oceanic airspace.

I have 2 friends that work those sectors in MIA center and I asked about it. They said they don't care if we call at the boundary or 10 before honestly but it is MIA so that explains everything.

No, we are taught it and should know it, but it's guys who have either forgotten it, or more likely don't keep up with changes. There's a whole section on SLOP, yet guys still bone it up. I suspect there's a certain percentage of these types at every carrier.

IMO better to call and not need to, then not call and should have.

I'm most of the way through a trip with someone I'm going to call Bob, who is a good nominee for TOTD.

Bob has decided he's on a holy mission from God to correct the fact that everyone doesn't follow the manuals 100% of the time on every leg, and hes singlehandedly going to badger every single FO and flight attendant into compliance.

He started the trip by berating the flight attendants for going to get coffee after their 5am check in, since he needed to give them a stupidly detailed weather breifing that contained zero useful information.

Once in the airplane, he then yelled at one of the FA's for setting their coffee inside the flight deck door, citing a rule about open beverages that's actually intended to keep pilots from putting cup holders over the circuit breaker panels.

When the APU is running and the cabin reaches a nice temperature during boarding , he just shuts the APU off since it "saves fuel", despite the fact that it warms up really fast in the back without the APU bleed going, and it's often pushing 80 back there by the time we finish boarding.

Every single time I answer a call from ATC, he "corrects" me with "callsign first!", since he's convinced that all radio calls must start with our callsign and flight number.

If I touch anything on my FMS in flight (as pilot monitoring) without his express permission, I get yelled at because "only the pilot flying can change the flight plan!".

On a gusty crosswind landing in Montana, using the brakes to slow down earned me a repremand because "the runway is over 10,000ft, you should use rollout braking".

After about six legs of this BS, I (mostly) politely pointed out that I flew my last two trips with check airmen who had zero complaints about how I do my job, which was greeted with "well, the check airmen teach cultural procedures, not what's in the manuals".

Cactus, are you at AA (guess based on your nic)?

This sums up perfectly the dilemma leaving my Captain seat at a ULCC for a major. It's not even what the Captain above wants. As a relatively good FO I can go along with anything that doesn't get me killed or violated but I can picture his attitude and delivery. Ugh.

Sorry to hear your pain Cactusflyer.

At the end of the day, your airline of today is the same airline, different paint job. Now a days, there's seems to be a "Chapter, Section, Page" brown nosing possum breath who can't pull up the Chapter Section Page of the Manual they are citing. Sort of the world according to Garp.

Hope the putz enjoys twang in his airline coffee.

This is the easiest job in the world. Why do some guys work so hard to make it so difficult?

Nope, I'm at QX.

Flying with this guy reminds me of the quote from Futurama "he's technically correct, which is the best kind of correct", since the stuff he's saying is indeed in the manuals, but he refuses to admit that there's some room for common sense in how strictly said manuals are followed by the other 99% of pilots here.

Hilariously, he got an airplane stuck in the mud at an airport some time ago after blindly following the taxiway centerline, despite the fact that our manuals mention the need for intentionally oversteering to keep the mains on pavement in some situations.

Some guys are just ham-fisted, bad pilots...hiding the fact that they've been in over their head their whole flying life. Never used experience and common-sense to get out of a jam in their career, and would never think of gleaning knowledge or technique from a lower humanoid (F/O).

They attempt make up for it by boning-up on useless legalese from their (frequently outdated) expansive book knowledge.

By the Cactus Flyer, next time you fly with Captain Fantastic cite the following regarding proper R/T procedures.

Call sign follows the read back of clearances.

I keep seeing green backpack FO walking around our domiciles. At first I thought maybe he lost his bags, but this is the 4th or 5th I've seen him and I realize how bad it really looks. I'm no uniform stickler, but it reminds of the interview question about TMAT when you had to talk to an FO about uniform compliance.


Sent from my iPhone using Tapatalk

......................

Oh, THAT guy. They tried to fire him for that, BTW, on grounds of general stupidity. But he went right back to the manuals and showed them there was no guidance about how to keep your airplane out of the mud while using narrow taxiways.
Common sense, "airmanship", whuzzat?
They then inserted that guidance into the FOM.
(Since hey, he never had to consider that in a -172!)
Idiot.
The company knows who he is; I think he's compensating for his grain of rice.

I feel your pain; (it goes away in the left seat). ;-)

Was he single strapping or double strapping? I'm just kidding. I'm just trying to remember what movie this is from. 21st jump street maybe?

Always double strapping it. I forgot to mention he's always looking at his iPhone with earbuds in. I can't wait to fly with him. Then I'll be known as that tool CA who made me get a different bag.


Sent from my iPhone using Tapatalk

I used to fly with a guy who carried and old school leather brief case. The kind you carry like 10s of thousands of dollars in.

He carried a change of boxers. A white shirt. A pair of running shoes.

For 8 days.

Thank you. Thank you. Thank you. This to me sums up this entire thread.