My favorite is when I ask to shut down number 2 and they shut down 1.
Sometimes, I wish the rejoinder would be "which two?"
2 out of my last 3!The single biggest piece of advice as a CA is to make sure you tell the FO you're laid back and by the book, and then proceed to micro-manage the FO the entire trip.
Believe me, I say "number 2" for a reason. Le sigh.
First off, congratulations on the upgrade, you'll make a great Captain! Remember you got to the seat because your seniority number is low enough, not because you have a unique set of skills. That being said you are the technical expert and you are the last link in the error chain. Know your procedures cold, keep up with the changes. Your signature on the release is the final check that the flight is able to be conducted safely, if you have the slightest doubt, delay it or get it canceled. You'll have to justify your actions to a dispatcher and maybe to a chief pilot. So you'll have to know the FOM well enough to justify your actions while backing it up with pages from the FOM, if needed.
You are going to fly with a lot of great folks as a captain. You'll also fly with folks that are a real pain. They've not kept up on procedural changes, they have self esteem issues, or are just a problem. Don't let yourself get talked into something that sounds outside of the bounds of the "norm", the SOP, good airmanship, and legally. You've been around long enough and you know what "normal" is, when things begin to get outside that "normal" or you run out of room on a performance chart you are in unexplored territory, not a place to be with a plane full of passengers.
The first year or so you will experience the weirdest operational problems you've seen in your career. I can't explain why that is, it just happens. Just take it slow and use your resources.
One last bit of advice that I was given before my first watch as the Officer of the Deck in the Navy, "Don't hit anything". Have fun! It's a hell of a ride.
First off, congratulations on the upgrade, you'll make a great Captain! Remember you got to the seat because your seniority number is low enough, not because you have a unique set of skills. That being said you are the technical expert and you are the last link in the error chain. Know your procedures cold, keep up with the changes. Your signature on the release is the final check that the flight is able to be conducted safely, if you have the slightest doubt, delay it or get it canceled. You'll have to justify your actions to a dispatcher and maybe to a chief pilot. So you'll have to know the FOM well enough to justify your actions while backing it up with pages from the FOM, if needed.
You are going to fly with a lot of great folks as a captain. You'll also fly with folks that are a real pain. They've not kept up on procedural changes, they have self esteem issues, or are just a problem. Don't let yourself get talked into something that sounds outside of the bounds of the "norm", the SOP, good airmanship, and legally. You've been around long enough and you know what "normal" is, when things begin to get outside that "normal" or you run out of room on a performance chart you are in unexplored territory, not a place to be with a plane full of passengers.
The first year or so you will experience the weirdest operational problems you've seen in your career. I can't explain why that is, it just happens. Just take it slow and use your resources.
One last bit of advice that I was given before my first watch as the Officer of the Deck in the Navy, "Don't hit anything". Have fun! It's a hell of a ride.
The bolded is not necessarily true if you upgrade to an airplane you have never flown.First off, congratulations on the upgrade, you'll make a great Captain! Remember you got to the seat because your seniority number is low enough, not because you have a unique set of skills. That being said you are the technical expert and you are the last link in the error chain.
Under no circumstances should the Captain surrender command to the dispatcher.Know your procedures cold, keep up with the changes. Your signature on the release is the final check that the flight is able to be conducted safely, if you have the slightest doubt, delay it or get it canceled. You'll have to justify your actions to a dispatcher and maybe to a chief pilot. So you'll have to know the FOM well enough to justify your actions while backing it up with pages from the FOM, if needed.
A good outfit will not even ask you. A bad outfit might make you explain how you made the safest possible decision.Agree 95.6% except for one little bit... I have to justify myself to the dispatcher? You'll have to explain that one to me. (Always happy to justify myself to the chief pilots, though...!)
I always reminded myself to put myself in the other guys shoes. If you didn't like what was coming out of your mouth, odds are he probably doesn't either. ie don't micro manage or be a dikThose that have some 121 PIC experience, what is some advice you’d give to someone now upgrading? Something you wish you’d have been more prepared for or someone would have told you before sliding into the left seat?
I bet this will get drifted but a few serious nuggets here and there would be nice
The bolded is not necessarily true if you upgrade to an airplane you have never flown.
You are presumed to have the superior and final judgment and the superior skill in ship handling, but not necessarily the superior technical knowledge or operating experience in that airplane. In many regards and particularly at the regional level, if you are upgrading to an airplane you have yet to fly, your employer will equip you with the bare minimum level of information required to not be hazardous concerning the aircraft itself. To me, this is an under-recognized and under-appreciated risk in this business; I relied heavily upon my FOs in my first few hundred hours as Captain for what was and was not quote-normal CRJ behavior, having never flown the hoopty before. "I don't speak very good Canuck - what the frak does that mean?"
You'll make the decision, but there's a lot more to it than that if you have a mixed fleet. It certainly helps if you've flown whatever you are upgrading to. It would have been a lot easier to upgrade to the E-jet for me, for instance.
Under no circumstances should the Captain surrender command to the dispatcher.
The dispatcher is responsible for the preparation of the flight plan and release, with which the Captain agrees. The Captain retains the ultimate responsibility for the safe operation of the aircraft, including the authority to stop stupidity when (not if) it arises.
In short, there is no argument—you've already won. A bad outfit might make you explain yourself, but a good outfit won't ask you anything about it (assuming you were right, and making the safest possible decision).
The single biggest piece of advice as a CA is to make sure you tell the FO you're laid back and by the book, and then proceed to micro-manage the FO the entire trip.
That's the difference between good Captains and great Captains.