Kikapu wrote:Paphitis wrote:Kikapu wrote:Londonrake wrote:Kikapu wrote:Londonrake wrote:Not Boeing but another (Air France) classic.
https://www.telegraph.co.uk/world-news/ ... t-mid-air/
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My guess is one pilot was a Trump supporter and the other not.
I told Paphitis not to bring politics into the cockpit, but he wouldn't listen!
This happens often when there are personality clashes in the cockpit. Seen it so many times.
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So, this captain and other bullies did not learn anything from the KLM/PanAm disaster in Tenerife 1977?
This Captain was still a very skilled person, and a respected captain. We are mates as well. He isn't a bad guy, but he did apparently have this aura of arrogance about him and if the FOs would not follow the FCOM to the letter, yes he got very stroppy with them. He was very quick and highly intelligent. But he was removed from Line Training for 3 months because of the many complaints against him. So yeh, things are dealt with.
In the end, human relationships in a cockpit environment can become extremely complex. And we are also very emotional creatures. A Flightcrew can comprise individuals of different backgrounds, walks of life, genders, political beliefs, and even sexualities. Therefore, Airlines have training systems in place, to ensure maximum efficiency and safety is attained and to harness an effective level of performance.
It doesn't all fall on the Captain. In the KLM/Panam disaster, the FO had a massive responsibility on his shoulders and he failed miserably. Yes, the Captain was arrogant. But an FO needs to have the backbone to perform his duties no matter what. The FOs duty in the KLM aircraft, was that he should have placed his hand on the thrust levers, pulling them back to Flight Idle.
And then, he should have said:
"Captain, we are not cleared"
If the Captain ignored him, due to his ego, arrogance or whatever, and started to advance the thrust levers again.
The FO should have placed his left hand back on the thrust levers and pulled them back to Flight Idle and said for a second time:
"Captain, we are not Cleared"
And then perhaps jumped on the radio and asked ATC the following as the radios would have been the FOs as Pilot Not Flying.
"Tenerife, KLM..., confirm last clearance"
And ATC would have told KLM to HOLD.
This is why we have an FCOM and everyone needs to follow it to the letter. No deviations or departures from the FCOM period. If the FCOM is adhered to, everything comes togather like a symphony orchestra. It's powetry in motion like it should be.
If you fly with a difficult Captain, you keep everything very business like. No other chit chat other than what is in the FCOM. You can't get in too much trouble if you stick to the FCOM.
The other thing is this. Everything is recorded. You can't just be an ass and expect to get away with it forever. If an FO reports a Captain, safety will download the CVR files and they will listen.
I have this thing that if there is ever any doubt, you ask. There is no shame in asking for clarification or "say again"
If an FO ever challenged me because he/she believed I was wrong on a clearance or vector, I will tell them to get on the radio and ask even if I felt I was 100% correct which I was often, but not all the time. FO needs a back bone too and needs to have the Captain's back, and vice versa too.
