Actually, he is.
*x-fer switch select*
"Your controls."
*writes down employee number for do not fly list*
Actually, he is.
Or the other situation I already wrote about which @Derg replied to as well, the OAK 151 radial at 14 DME is already built into our FMGC as a fix "D331N." The CA just wouldn't accept it even though to display to him, I put OAK/151/14 in there as well and they both fell on top of each other. It *IS* the same fix.
He countered with "would you do this with a fed on the jumpseat?"
I said yes.
But he wasn't comfortable, and I could tell, so I just erased my D331N and just went with the PBD01 of OAK/151/14.
Just know that if you are a CA and you are doing this, your FO is losing faith in you.
*x-fer switch select*
"Your controls."
*writes down employee number for do not fly list*
Hacker15e said:You guys are talking past one another. You're talking about leadership style, and Todd is talking about the bottom line legal authority for all actions on the flight.
You're not speaking glowingly of the training department at VA. That is some basic first day stuff.
I don't think so. He's saying if he doesn't like what the guy wants him to do, he'll tell the captain to fly the leg himself.
Wait, you have predetermined power detents, and AT? And you can toss out boards with flaps deployed? ... Consider yourself lucky and stop your whining.As long as flaps are at 1 or higher, going to TOGA will then arm autothrust automatically. If flaps are at 0, going to TOGA will give you Go around power, but then you manually control thrust (usually back to the climb detent). Still, not a big deal. And we got flaps 1 at about 11,000 ft because that's when they asked us to slow to 220 kts and we were already approx. on glideslope.
Your attitude of disregarding the chain of command scares me. He's in charge, whether he's "earned" your respect or not. If he says it's your leg, then you're flying.
is being treated as a pee on
What disregard have I shown? If he's going to be all knowing, and I'm his servant, who is the one showing the more dangerous behavior here. The guy who refuses to listen, or the guy who is being treated as a pee on, so he lets the captain fly? It's called CRM. It's essential for me to do my job properly. If you fail to use it, I see me having not a lot of options. I'm well within my rights as an employee to refuse a leg and be a PM.
CRM is a method to assist in enabling accomplishment of the goal of flying the aircraft safely. It is not an end in and of itself.
And....
http://dictionary.reference.com/browse/peon
mshunter said:I'm fully aware of what CRM is,
I don't think you are. CRM is about ensuring safety. It isn't about sheltering your insubordination.
If it was me you were copping such an attitude with, there wouldn't be a call to Pro Stands. The parking brake would be set, the call to scheduling would be made to remove you from the trip, and you'd be seeing the Chief Pilot. I'd caution you to be a lot more diplomatic in how you handle such disagreements with captains. I've never seen an FO come out well in representations when a captain has written them up for such things. I remember a representation for an FO who got written up by a captain because the captain wanted the clearance and the ATIS written on a napkin and left on the center console. The FO refused to do it. Granted, the captain was a bit of an •, but he is the captain. I represented the captain and the FO rep represented the FO. The FO ended up losing pay and getting a verbal warning that further insubordination would result in suspension. The captain got nothing except a reminder from me that maybe he shouldn't be such a jerk. I suspect he didn't listen. Such is his right.
Oh I was very diplomatic with the captain. But I'm quickly loosing my patience with this discussion. Being called insubordinate for flying standard is beyond ridiculous. Do you realize how that sounds. Calling someone to the carpet for following the rules set forth by the company you work for?
If it was me you were copping such an attitude with, there wouldn't be a call to Pro Stands. The parking brake would be set, the call to scheduling would be made to remove you from the trip, and you'd be seeing the Chief Pilot. I'd caution you to be a lot more diplomatic in how you handle such disagreements with captains. I've never seen an FO come out well in representations when a captain has written them up for such things. I remember a representation for an FO who got written up by a captain because the captain wanted the clearance and the ATIS written on a napkin and left on the center console. The FO refused to do it. Granted, the captain was a bit of an •, but he is the captain. I represented the captain and the FO rep represented the FO. The FO ended up losing pay and getting a verbal warning that further insubordination would result in suspension. The captain got nothing except a reminder from me that maybe he shouldn't be such a jerk. I suspect he didn't listen. Such is his right.
Oh I was very diplomatic with the captain. But I'm quickly loosing my patience with this discussion. Being called insubordinate for flying standard is beyond ridiculous. Do you realize how that sounds. Calling someone to the carpet for following the rules set forth by the company you work for?
If the guy asks you to do something that doesn't violate SOP, EVEN IF what you're doing doesn't violate SOP just do it.
On my previous plane, I was an instructor. Online, I was just a regular FO. So if the boss said do ADC when I planned EFG, I just did it as long ad it was safe. The guy wanted me to dive down and truck along burning an extra 2 tons of gas? Fine. I'm not going to get hurt, I'm not going to get violated, I didn't sign the book. Maybe there's a reason from his previous experiences in this situation or it's not understanding what the machine wants. As my 9 year old says, "WutEvs". NMFP.
That sounds like a d-bag CA. No offense.