Nasty Chief Pilots

[tracearabians]

Sounds just exactly like this character I flew with in Meridian, Ms.


1.NO ( zero ) personality
2.No management skills
3.No social skills
4.Flying smarts almost nil when comes to weather
5. Very loud mouthed and obnoxious
6. Is exactly what my father would have referred to as a "blivet". Ten pounds of s**t in a 9 pound bag .


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I don't know if you would call this guy NASTY, but he does have some quirks.
Been married 4 or 5 times.
Wants to go the opposite direction you request for weather. Always
Suc35ks in training and thinks he is breaking the bank in the sim! Tries to give you tips, instructor finally has enough and hints that you are doing better than he. Brags when he gets home about how he done.
Well off course on low app and will not listen to directions. Later complains that equip is out of "calibration" when he sees runway. Its a GPS.
Thinks airline pilots "Don't have safe procedures" and are terrible pilots,Repeats daily.
Private pilots will ALL soon kill themselves.
VLJets will finish the rest off.
When you are flying left seat, he pulls out the checklist and almost screams OK! Some type of control issue, commanding from the RIGHT seat(we are both typed and same amount of time in type).
Two pilots in our dept but he plays the chief thing to the hilt. No management skills.
Hates pilots who are making a good salary! I love to hear it.

My rant here is done!

 

[PILOTA]

F200, Home base first flight of day, waiting on ramp guy to complete the fueling
I returned to the cabin to grab my pen
CP storms out of the building and screams at me that I'm not monitoring the fueler.

Same CP grabbed the plates in my lap just before landing to pick up first pax(CEO no less), says I don't have them in the correct order, leans back between the seats and flings the papers back into the cabin...they scatter like snowflakes all over the seats.

Has one of his captains so scared to make decisions on his own...that while out on the road this captain calls home to get instructions on how to handle the emergency(gear not up on takeoff) during the emergency. He's on the SAT phone with the CP while ATC's asking our intentions.

 

[Flybet3]

Has one of his captains so scared to make decisions on his own...that while out on the road this captain calls home to get instructions on how to handle the emergency(gear not up on takeoff) during the emergency. He's on the SAT phone with the CP while ATC's asking our intentions.

LOL, just like my last job...I always felt like I couldnt make decisions worth a dime b/c from the begining of the employment "nothing was done right". The problem was that I was so worried about making "wrong" decisions, which now I know were right that I just wouldnt make any decisions what so ever which made matters even worst. I wasnt affraid of losing my job, I was more affraid of getting the career reputation of the guy who beats the sh*t out of CPs.

Now that I'm at my new job I feel so much more at ease, all the captains I have flow with now have been very happy with my performance and decision making that they are really looking forward in recommending me for an upgrade. (true story)

 

[tracearabians]

This numb nuts that I speak of actually told me he looked in the purse of the owners wife one day when she left it on the plane so he could check out her checkbook balance!

I don't know if you would call this guy NASTY, but he does have some quirks.
Been married 4 or 5 times.
Wants to go the opposite direction you request for weather. Always
Suc35ks in training and thinks he is breaking the bank in the sim! Tries to give you tips, instructor finally has enough and hints that you are doing better than he. Brags when he gets home about how he done.
Well off course on low app and will not listen to directions. Later complains that equip is out of "calibration" when he sees runway. Its a GPS.
Thinks airline pilots "Don't have safe procedures" and are terrible pilots,Repeats daily.
Private pilots will ALL soon kill themselves.
VLJets will finish the rest off.
When you are flying left seat, he pulls out the checklist and almost screams OK! Some type of control issue, commanding from the RIGHT seat(we are both typed and same amount of time in type).
Two pilots in our dept but he plays the chief thing to the hilt. No management skills.
Hates pilots who are making a good salary! I love to hear it.

My rant here is done!

 

[tracearabians]

Genius at Meridian would be descending through 10k at 275kts and never start pulling back the power. Red line below 10 is 265. When the overspeed horn goes off he says " we need to get that fixed "

I don't know if you would call this guy NASTY, but he does have some quirks.
Been married 4 or 5 times.
Wants to go the opposite direction you request for weather. Always
Suc35ks in training and thinks he is breaking the bank in the sim! Tries to give you tips, instructor finally has enough and hints that you are doing better than he. Brags when he gets home about how he done.
Well off course on low app and will not listen to directions. Later complains that equip is out of "calibration" when he sees runway. Its a GPS.
Thinks airline pilots "Don't have safe procedures" and are terrible pilots,Repeats daily.
Private pilots will ALL soon kill themselves.
VLJets will finish the rest off.
When you are flying left seat, he pulls out the checklist and almost screams OK! Some type of control issue, commanding from the RIGHT seat(we are both typed and same amount of time in type).
Two pilots in our dept but he plays the chief thing to the hilt. No management skills.
Hates pilots who are making a good salary! I love to hear it.

My rant here is done!

 

[747flyboy]

Genius at Meridian would be descending through 10k at 275kts and never start pulling back the power. Red line below 10 is 265. When the overspeed horn goes off he says " we need to get that fixed "

​

I don't give a dang who you are if you fly with me, you do that sh1t, I'll pull the power back if the pilot flying doesn't. Than we can argue about it on the ground.

Just like when I first started as a Lear co-pilot on a Lear 25, maybe 5 months in. Long story short: We had about 800 pounds of fuel at 2,000 feet in crazy IMC, couldn't get into destination (Boca) had to go missed, MIA and FLL were closed from the storm and everyone was coming to PBI. Every other airliner trying the ILS for 27 was going missed. ATC said to us, "fly 090 heading, you're #14 for runway 27". We weren't at the coastline yet. I looked at him and said there's no way we can go 20 miles out into the Atlantic with this much fuel, we'll run out. His stupid azz, "aww, we'll be ok".

I said, "whatever, called ATC without his bullsh1t permission and told them Nxxxx would like to call "minimum fuel". He was pissed, but do you think I give a dang what he thinks. Got vectored immediately for the ILS. We landed, taxiied in, stopped on the ramp with less than 200 pounds TOTAL. I told the boss I'm never flying with that moron again.

This is the same loser who went off a runway for almost 1/4 of a mile in the Carribean because he landed with no hydraulics in a Lear 25 because the idiot decided to land on the 5,000 foot strip instead of flying 10 miles north to a military 10,000 foot strip. Maybe some of you know this fool.

Captains are the number one killer of co-pilots and passengers. My favorite fact. I think I'll make it my signature.

 

[coloneldan]

Has one of his captains so scared to make decisions on his own...that while out on the road this captain calls home to get instructions on how to handle the emergency(gear not up on takeoff) during the emergency. He's on the SAT phone with the CP while ATC's asking our intentions.

Sounds familiar. The guy I fly with files all the flightplans because he doesn't like the way I file or the routes I use. I make him tell me how much fuel he wants on every leg, even if it's mine, because he never likes the amount I order. I quit giving him V speeds for approach because if I said 110, he would say it's more like 108. (I always wanted to tell him I wanted to see him fly 108 and not 110.) I don't care about all that stuff. It's just less that I have to do. It's all the other crap I put up with. For instance, we almost ran off a 6000 foot runway a few months ago just because he didn't apply the brakes. I started for the brakes and I guess it woke him up. We left black marks all the way off the runway onto the taxiway.

 

[747flyboy]

Sounds familiar. The guy I fly with files all the flightplans because he doesn't like the way I file or the routes I use. I make him tell me how much fuel he wants on every leg, even if it's mine, because he never likes the amount I order. I quit giving him V speeds for approach because if I said 110, he would say it's more like 108. (I always wanted to tell him I wanted to see him fly 108 and not 110.) I don't care about all that stuff. It's just less that I have to do. It's all the other crap I put up with. For instance, we almost ran off a 6000 foot runway a few months ago just because he didn't apply the brakes. I started for the brakes and I guess it woke him up. We left black marks all the way off the runway onto the taxiway.

Yeah, its funny how pilots don't like to use brakes, like they're the ones paying for them. I get on the brakes right after the reversers are fully deployed, maybe not heavily but they definitely start coming in. I don't care if its a 10,000 foot runway. I flew for this one company (Creston Aviation) and the D.O. (King Cheezeball) prohibited pilots to use brakes until we HAD to use them. For some reason he got the whole "aerodynamic braking" thing stuck in his puny mind. I did it the way I wanted, not his stupid way.
These are the pilots who haven't yet gone off the end of a runway, but they will. The last 2,000 feet of a runway at 50-60 knots is not the time I want to find out the brakes have some kind of a problem, I want to know immediately after touchdown where I have some choices.

 

[coloneldan]

This was more than just not wanting to use the brakes. We were in a Beechjet, on 6000 ft. (If you're not familiar with Beechjets, let me just say the brakes suck moldy, green, stump water. They have by far, the worst brakes of any jet I've flown.) He touched down, and deployed the reversers but didn't pull any thrust. He just held the nose off and rolled down the runway. When the nose finally came down, he still didn't apply the brakes. We got to 1500 feet from the end and were still doing over 80 knots. That was as far as I was willing to let it go (I learned long ago not to question him.) and I started for the brakes. When I did, my hand went to the glareshield. Apearantly, he saw that and applied the brakes. After we turned off he said, "Did it scare you?" Then he started making excusses. It was like somebody turned off his brain between TR deployment and brake application. My hand going to the glareshield turned it back on.

For this and many other things, I watch this guy like a hawk.

 

[tracearabians]

This guy and captain dick head in Meridian must have the same parents. Maybe their family trees don't fork !:nuts:

This was more than just not wanting to use the brakes. We were in a Beechjet, on 6000 ft. (If you're not familiar with Beechjets, let me just say the brakes suck moldy, green, stump water. They have by far, the worst brakes of any jet I've flown.) He touched down, and deployed the reversers but didn't pull any thrust. He just held the nose off and rolled down the runway. When the nose finally came down, he still didn't apply the brakes. We got to 1500 feet from the end and were still doing over 80 knots. That was as far as I was willing to let it go (I learned long ago not to question him.) and I started for the brakes. When I did, my hand went to the glareshield. Apearantly, he saw that and applied the brakes. After we turned off he said, "Did it scare you?" Then he started making excusses. It was like somebody turned off his brain between TR deployment and brake application. My hand going to the glareshield turned it back on.

For this and many other things, I watch this guy like a hawk.

 

[HawkerF/O]

Yeah, its funny how pilots don't like to use brakes, like they're the ones paying for them.

For some, it's not economics; it's heat. I have been taught that hot steel brakes are no friend to anyone trying to use them. Get them hot enough, and they will not work at all. This applies to steel brakes, not Carbon Fiber. With CF brakes, use at touch down gets them warm, thus making them much more effective.

When I was learning, I was taught to check the brakes upon landing to make sure they were available, but to let the T/Rs do the work. As the T/Rs are coming out, check the brakes to make sure they are available, then let the T/Rs do their job. 10 or so knots short of stow speed, bring in the Brakes. Why heat the brakes up at touch down just to do it? Jump all over the brakes at touch down, then that last 2000 feets comes up and you really need them, they will not be there for you like you need them to be. If they are, they certainly will not be as effective. With 8000ft in front of you and you have it stopped by the 2000ft point by jumping on the brakes and T/Rs for no other reason then just to do it? Silly. Most T/R's are highly effective, especially the Target Type, putting out additional drag just by their deployment.

All of this goes out the window on shorter runways. Common sense should come into play. I've seen people fly Ref+ 10 or whatever going into short fields. Makes no sense; like the aircraft will fall out of the sky at REF.

"We only have 4000ft. Why are you flying REF +10?"
"For Safety"
"Oh, flying at REF is not safe? Please tell me where to find performance #s for REF +10 in the AFM"
"Ummmmmmm"

Some will argue this. We all have our own way of doing things, but anyone here will have a tough time explaining the thermodynamic benefits of heating up steel brakes so they are more effective.

 

[747flyboy]

For some, it's not economics; it's heat. I have been taught that hot steel brakes are no friend to anyone trying to use them. Get them hot enough, and they will not work at all. This applies to steel brakes, not Carbon Fiber. With CF brakes, use at touch down gets them warm, thus making them much more effective.

When I was learning, I was taught to check the brakes upon landing to make sure they were available, but to let the T/Rs do the work. As the T/Rs are coming out, check the brakes to make sure they are available, then let the T/Rs do their job. 10 or so knots short of stow speed, bring in the Brakes. Why heat the brakes up at touch down just to do it? Jump all over the brakes at touch down, then that last 2000 feets comes up and you really need them, they will not be there for you like you need them to be. If they are, they certainly will not be as effective. With 8000ft in front of you and you have it stopped by the 2000ft point by jumping on the brakes and T/Rs for no other reason then just to do it? Silly. Most T/R's are highly effective, especially the Target Type, putting out additional drag just by their deployment.

All of this goes out the window on shorter runways. Common sense should come into play. I've seen people fly Ref+ 10 or whatever going into short fields. Makes no sense; like the aircraft will fall out of the sky at REF.

"We only have 4000ft. Why are you flying REF +10?"
"For Safety"
"Oh, flying at REF is not safe? Please tell me where to find performance #s for REF +10 in the AFM"
"Ummmmmmm"

Some will argue this. We all have our own way of doing things, but anyone here will have a tough time explaining the thermodynamic benefits of heating up steel brakes so they are more effective.

Now I fly into alot of 5,000 foot (and smaller) strips so hitting the brakes should start right after the TR's are fully deployed, doesn't matter what plane it is. But yes, when we fly into 10,000 foot strips, as I said in my other post, "I don't really care about the whole brake issue."

When I flew the 747 the brakes came on upon touchdown every time, and yes they got very hot, sometimes needed 1 1/2 hours to cool before moving again, but thats the way they were meant to be used. There's nothing wrong with hitting the brakes on any type braking system on any type of plane, upon touchdown, no type of brake will get overheated to a point where it won't work UNLESS a very stupid pilot "stands" on them hard at high speed immediately after touchdown. I think we all know NOT to do that.

I come on with the brakes after full TR deployment lightly and continue to come in with them gradually...........for any runway under 6,000 feet. Than I'll adjust my braking for longer or shorter runways. The shorter the runway, the smaller the time period until you slow enough to leave the runway, so if done properly (ie: not going crazy standing on them at high speed) its all relative.

Oh, and the whole "ref" thing...I agree with you. Ref + 10 is a joke, especially over the numbers on a short field. I plan my touchdowns at ref -5 always, and its the times I touchdown at ref -5 to 10 when the landing is a roll-on perfectly smooth greaser. After in ground effect you're fine. Short fields I'm at ref over the numbers pulling the throttles to idle.

 

[Flybet3]

I have to agree, there's no need to stump on the breaks like a dumba$$ on a long runway, but there's also no reason to get all anal about USING the breaks to "save" money or give your FO the "hey, take it easy on MY breaks".

How arrogant are you when you have to refer everything to everyone as "MY AIRPLANE, MY BRAKES, MY ENGINE COVERS???!?!?!?!? WTF

 

[Flybet3]

I usually fly Vref everytime, now if the wind is gusting or there was reported windshear I am sure as hell going to keep it at Ref+10, I dont care if it's a 10,000 foot runway or 4000 foot. My philosophy is I rather be fast than slow. Especially on the aircraft I am flying now.

 

[747flyboy]

I have to agree, there's no need to stump on the breaks like a dumba$$ on a long runway, but there's also no reason to get all anal about USING the breaks to "save" money or give your FO the "hey, take it easy on MY breaks".

How arrogant are you when you have to refer everything to everyone as "MY AIRPLANE, MY BRAKES, MY ENGINE COVERS???!?!?!?!? WTF

Yeah, its pretty funny when any pilot says, "my plane"...."my engines"...etc

Anytime I had a new FO with little experience I'd let them figure out what braking they method they like to do, as long as we're not going 50 knots with 2,000 feet left.

 

[747flyboy]

I usually fly Vref everytime, now if the wind is gusting or there was reported windshear I am sure as hell going to keep it at Ref+10, I dont care if it's a 10,000 foot runway or 4000 foot. My philosophy is I rather be fast than slow. Especially on the aircraft I am flying now.

Certainly, everything in aviation has something that ULTIMATELY sets the rules for each type of flight operation. Weather ultimately dictates your final approach speed.

If weather is good and there's no shear I hold ref + 10 to about 500 feet AGL, than I start slowing to be at ref over the numbers.

 

[Flybet3]

Yeah, its pretty funny when any pilot says, "my plane"...."my engines"...etc

Anytime I had a new FO with little experience I'd let them figure out what braking they method they like to do, as long as we're not going 50 knots with 2,000 feet left.

I agree, my point is if you want an FO to do something your way, you better have a dam good explanation and reason as to why you want it that way. I asked one guy once "Is there a reason you want it that way, why are you being so anal" and he responded "this is not a democracy, either you do it my way or you wont get to fly anymore"

I got sooooo pissed, I tought I was going to lose it. So I just said "That's fine by me, I dont mind sitting on the right seat reading check lists and working the radios, fu** it."

Talk about control freak huh....

 

[747flyboy]

I agree, my point is if you want an FO to do something your way, you better have a dam good explanation and reason as to why you want it that way. I asked one guy once "Is there a reason you want it that way, why are you being so anal" and he responded "this is not a democracy, either you do it my way or you wont get to fly anymore"

I got sooooo pissed, I tought I was going to lose it. So I just said "That's fine by me, I dont mind sitting on the right seat reading check lists and working the radios, fu** it."

Talk about control freak huh....

I learned early on into my first co-pilot turbine powered aircraft job that most captains are just azzclowns that didn't know how to fly very well. I wasn't liked very much at my first job because I would speak right up when I thought a captain was flying crappy, and not to just them, but to the owner. Luckily, the owner and me were friendly enough where I wasn't going anywhere.
Perfect example: One of the contract idiots that the company would use loved to call, "field in sight" when he really thought he knew where it was because the GPS track and distance pointed right towards a spot that maybe looked like the airport. I would always say, "whats the big rush man, lets just wait a little longer we're 12 miles out still, just take the vectors." He would tell me to call it, I would simply say, "nope, I don't see it and I know damn well you don't, so if you want to call it you tell them." And many many times he would have to ask ATC for further vectors to find it hahahaha...idiot.

Most captains are just jerk-off, power trip morons. They need to take a friggin chill pill and realize they aren't god because they fly planes.

How about the captains that get the rental car and say, "you're driving". Or, "be in the lobby at 7:30 to go to dinner because I'm leaving on the minute". Fugg you, you're only the captain when we're flying buddy, you ain't sh1t when we're on the ground.

The best thing is when they would give the fuel order that I wasn't happy with and I would add to it. That would piss them off. When they asked what the hell am I doing, I would just say, "plane don't and shouldn't fly unless we're both comfortable, period." Than when we would land in bad weather and roll in with 1500 pounds in a friggin Lear 25 they realized how important that extra 1,000 pounds was that I asked for.

I love my signature below.


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[ackattacker]

The best thing is when they would give the fuel order that I wasn't happy with and I would add to it. That would piss them off.

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That would piss me off too. Sorry, but you don't sound like you'd be very agreeable to fly with as either FO or Captain. Self-righteousness is not an endearing quality... maybe those captains were "azzclowns" but there's a right way and a wrong way to approach it. Nobody appreciates being constantly second guessed.

 

[Flybet3]

Yeah those types really suck...so far, the Capts I've flown with here at my new job have been great. Good pilots, but also are not affraid to ask "well we should do this, What do you think?". That's what I like, why b/c the day I become a captain here which wont be to long now, I will do the same with my FOs. Ask them if they are comfortable with my decisions, if they are ok accepting the trip. Last captain I flew with was great, we had a 9:00am departure, a show time of 8:00am, and he would say. You wanna show at 8:00 or 8:30, that's just great to me.
Of course not every captain can do that, especially if you have a very slow FO or the other way around.
The thing that pisses me off about some of the ****************************** bags I've flown with is that they act as if they where born a captain.
Like I told a guy before, you want me to be the ideal captain then you have to make me a captain, by teaching and example. Not by "just do it" or "do it this way b/c I said so"

The way I always taught was "hey, just an opinion. Try doing this, or try this technique." then explain why and the benefits of doing it that way. I always finish that with a "this is just my opinion, or if you have a better way please le me know"

YOU WILL ALWAYS KEEP LEARNING MR CP!!