Mentorship/ No No's as a United pilot
08-01-2017, 07:47 PM
#32
Banned
Joined APC: Oct 2010
Posts: 309
08-02-2017, 12:54 AM
#33
Gets Weekends Off
Joined APC: Feb 2011
Posts: 3,866
Just after the PM asks ATC to repeat the new frequency, PF should shout out the frequency while ATC responds so the PF looks smart and the PM once again hears neither.
When ATC gives two instructions (ex: altitude and heading), as PM do whichever one the PF doesn't do first. This makes the PM look smart and creates an environment in which doing it fast overrides doing it right. This adheres to the age-old adage: frenetic activity enhances safety.
It's an unwritten rule that the FO is not capable of changing the transponder code in flight even though he has thousands of flight hours and as the PM is working the radios. This is a task too important to be left to anyone but the captain, whether he is PF or PM. Or sleeping.
When ATC assigns the base vector and as the PF makes the input to the MCP, without hesitation the PM should ask to straighten out the magenta line on the FMC, or better yet just do it without asking. It makes him look smart and it enhances CRM to hit execute button even if not the PF. After changing the MCP the PF will be too exhausted for this highly advanced FMC manipulation and it is far too important to not accomplish immediately and creates a desirable distraction in the busy approach environment.
During preflight, both pilots should tap as many buttons on the FMC as fast as possible. Better yet, one pilot should tap buttons on BOTH FMCs using both hands simultaneously, one on each FMC. This makes him seem capable and is the next best thing to hogging the Nintendo controller in the basement.
Just remember, you're in the big league now and the one who does it first is the better pilot so always do it first, and the faster ordinary tasks get accomplished the safer you are.
When ATC gives two instructions (ex: altitude and heading), as PM do whichever one the PF doesn't do first. This makes the PM look smart and creates an environment in which doing it fast overrides doing it right. This adheres to the age-old adage: frenetic activity enhances safety.
It's an unwritten rule that the FO is not capable of changing the transponder code in flight even though he has thousands of flight hours and as the PM is working the radios. This is a task too important to be left to anyone but the captain, whether he is PF or PM. Or sleeping.
When ATC assigns the base vector and as the PF makes the input to the MCP, without hesitation the PM should ask to straighten out the magenta line on the FMC, or better yet just do it without asking. It makes him look smart and it enhances CRM to hit execute button even if not the PF. After changing the MCP the PF will be too exhausted for this highly advanced FMC manipulation and it is far too important to not accomplish immediately and creates a desirable distraction in the busy approach environment.
During preflight, both pilots should tap as many buttons on the FMC as fast as possible. Better yet, one pilot should tap buttons on BOTH FMCs using both hands simultaneously, one on each FMC. This makes him seem capable and is the next best thing to hogging the Nintendo controller in the basement.
Just remember, you're in the big league now and the one who does it first is the better pilot so always do it first, and the faster ordinary tasks get accomplished the safer you are.
Last edited by APC225; 08-02-2017 at 01:38 AM.
08-02-2017, 05:38 AM
#34
Gets Weekends Off
Joined APC: Oct 2008
Posts: 710
Yes and during pushback, FO trying to repeat to Ramp and CA wants to tell the tug driver as same time. You cant wait 5 freaking seconds?
08-02-2017, 06:18 AM
#36
Need More Callouts
Joined APC: Dec 2005
Position: Unbridled Enthusiasm
Posts: 2,143
Don't drop an F bomb on any recorded line.
Airbus pilots, if you use your own headset, please plug the minitel back in when you get off the plane. 99% of Airbus pilots use the minitel. Plug it back in. I'll say it again in case you missed it. Plug it back in. Thank you.
Airbus pilots, if you use your own headset, please plug the minitel back in when you get off the plane. 99% of Airbus pilots use the minitel. Plug it back in. I'll say it again in case you missed it. Plug it back in. Thank you.
08-02-2017, 06:27 AM
#37
Gets Weekends Off
Joined APC: Jun 2017
Posts: 967
08-02-2017, 08:02 AM
#38
Gets Weekends Off
Joined APC: Oct 2005
Posts: 194
Just after the PM asks ATC to repeat the new frequency, PF should shout out the frequency while ATC responds so the PF looks smart and the PM once again hears neither.
When ATC gives two instructions (ex: altitude and heading), as PM do whichever one the PF doesn't do first. This makes the PM look smart and creates an environment in which doing it fast overrides doing it right. This adheres to the age-old adage: frenetic activity enhances safety.
It's an unwritten rule that the FO is not capable of changing the transponder code in flight even though he has thousands of flight hours and as the PM is working the radios. This is a task too important to be left to anyone but the captain, whether he is PF or PM. Or sleeping.
When ATC assigns the base vector and as the PF makes the input to the MCP, without hesitation the PM should ask to straighten out the magenta line on the FMC, or better yet just do it without asking. It makes him look smart and it enhances CRM to hit execute button even if not the PF. After changing the MCP the PF will be too exhausted for this highly advanced FMC manipulation and it is far too important to not accomplish immediately and creates a desirable distraction in the busy approach environment.
During preflight, both pilots should tap as many buttons on the FMC as fast as possible. Better yet, one pilot should tap buttons on BOTH FMCs using both hands simultaneously, one on each FMC. This makes him seem capable and is the next best thing to hogging the Nintendo controller in the basement.
Just remember, you're in the big league now and the one who does it first is the better pilot so always do it first, and the faster ordinary tasks get accomplished the safer you are.
When ATC gives two instructions (ex: altitude and heading), as PM do whichever one the PF doesn't do first. This makes the PM look smart and creates an environment in which doing it fast overrides doing it right. This adheres to the age-old adage: frenetic activity enhances safety.
It's an unwritten rule that the FO is not capable of changing the transponder code in flight even though he has thousands of flight hours and as the PM is working the radios. This is a task too important to be left to anyone but the captain, whether he is PF or PM. Or sleeping.
When ATC assigns the base vector and as the PF makes the input to the MCP, without hesitation the PM should ask to straighten out the magenta line on the FMC, or better yet just do it without asking. It makes him look smart and it enhances CRM to hit execute button even if not the PF. After changing the MCP the PF will be too exhausted for this highly advanced FMC manipulation and it is far too important to not accomplish immediately and creates a desirable distraction in the busy approach environment.
During preflight, both pilots should tap as many buttons on the FMC as fast as possible. Better yet, one pilot should tap buttons on BOTH FMCs using both hands simultaneously, one on each FMC. This makes him seem capable and is the next best thing to hogging the Nintendo controller in the basement.
Just remember, you're in the big league now and the one who does it first is the better pilot so always do it first, and the faster ordinary tasks get accomplished the safer you are.
PF talking over you to tell you the Mach/Speed when ATC asks for it as if it clearly
Isn't displayed in front of your face.
The mad dash to crank the APU before you can (sometimes at the FAF even though you have a 10 min taxi).
Immediately loading and executing the numbers before I even get a chance to see they came trough.
I've learned that if I get a frantic button pusher I just sit back and let them hustle till their heart is content. If I get someone normal I'll do my job as I'm supposed to.
08-02-2017, 08:26 AM
#39
Gets Weekends Off
Joined APC: May 2007
Position: A320 Captain
Posts: 1,982
08-02-2017, 08:27 AM
#40
Line Holder
Joined APC: Feb 2011
Posts: 95
When acting as Captain and PF, when ATC asks for a ride report, immediately dictate to the PM what the current ride conditions are, especially if it's smooth. Your first officer is new and only has an average experience level of 6-8 thousand flight hours, and thus can not independently determine the current ride conditions as defined by the FAA/FOM.
Immediately after takeoff, and while acting as PF, begin programming the ILS frequency, inbound course, and ramp frequency in the #2 standby radio position. You have much more pressing issues to deal with in the next 5 hours as we cross the continent. It is preferred that this is accomplished before reaching 10,000'.
Immediately after takeoff, and while acting as PF, begin programming the ILS frequency, inbound course, and ramp frequency in the #2 standby radio position. You have much more pressing issues to deal with in the next 5 hours as we cross the continent. It is preferred that this is accomplished before reaching 10,000'.
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