Delta drivers?

Autothrust Blue said:
I go back and forth on preferred terminology nowadays. One Captain on the Brasilia gave a very good explanation of why he thinks "copilot" is a much better term than "first officer (basically, emphasizing the fact that we are both pilots)," so whatever.
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I certainly like "copilot" better than "co-captain", which a number of Captains at my shop seem to like using in PAs to the pax.
 
BobDDuck said:
You'd be surprised at the number of guys (at the majors anyway, not so much the regionals) who treat getting passengers from point a to point b like a CAS mission with Charlie almost inside the wire.
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How do I "not like" this? I suppose an eye-roll emoji is in order.

Since leaving behind my former profession as a fighter pilot, I aspire to live and work on island time and have fond memories about that former profession rather than being the aviation version of this guy:

 
Hacker15e said:
How do I "not like" this? I suppose an eye-roll emoji is in order.

Since leaving behind my former profession as a fighter pilot, I aspire to live and work on island time and have fond memories about that former profession rather than being the aviation version of this guy:

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It comes up in strange ways...

A take off brief that includes, the (very detailed) instructions about what we'll do AFTER we get back to the gate post V1 engine failure, in order to get ourselves and our passengers on to a spare aircraft so we can get them to their destination.

A "visual" approach, through areas of "reduced viability" in order to avoid a short downwind to a completely VMC approach and runway because we'd be 1 minute late TO THE GATE (based on a computed taxi time using the Jepps scale on the chart and historic taxi speeds) if we went that way.

Two guys arguing (politely, but still...) about who was more badass due to their number of ejections from the F4. They were tied at 2 each so they had to resort to people they knew and when that was tied at 3 each they resorted to the lowest number of swings before ground contact (2 vs 3).
 
BobDDuck said:
A "visual" approach, through areas of "reduced viability" in order to avoid a short downwind to a completely VMC approach and runway because we'd be 1 minute late TO THE GATE (based on a computed taxi time using the Jepps scale on the chart and historic taxi speeds) if we went that way.
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This annoys the living crap out of me. Also the people that want to be anywhere but work, so they hurry to get done.
 
BobDDuck said:
Two guys arguing (politely, but still...) about who was more badass due to their number of ejections from the F4. They were tied at 2 each so they had to resort to people they knew and when that was tied at 3 each they resorted to the lowest number of swings before ground contact (2 vs 3).
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*tsk tsk tsk* Boys, boys, boys, no one cares. Really.
 
Cptnchia said:
I have a very simple philosophy in life, and now, as the boss, I can continue it at work. It's simply this, "I start off slow, and then taper off."
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I can certainly attest to this.

My report would be "Sets low standards for himself, impressive but failed at attempts to attain them"
 
Cptnchia said:
I have a very simple philosophy in life, and now, as the boss, I can continue it at work. It's simply this, "I start off slow, and then taper off."
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Mine was always, "why give a 100% when 50% still gets you paid". That and "why poop at home, when you can poop at work and get paid". That was when I was a non flying hourly employee, now that I'm salary I'm just lazy 24/7. :)
 
Cptnchia said:
I have a very simple philosophy in life, and now, as the boss, I can continue it at work. It's simply this, "I start off slow, and then taper off."
Click to expand...

I strive to set very low expectations for the captains I work with. That way a) I don't have to work too hard and b) if I step it up just a little bit, I impress the hell out of them.
 
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