42 years flying, 33 for a major, I kept my hands on my laps. It takes a nano second to reach the controls, no need for riding the control. It only displays a weak Captain.
FO is flying on a nice VFR day. El Cap has his hand on the yoke the whole time and then the throttles. Not just under the FOs hand backing him up, he's on top of the FO's hand. Gawd I hate flying with guys like CAPTAIN BOEING! You want to babysit and micro-manage? Fine. Please fly every leg. I'll work the radios and put you on my no-fly list as soon as we finish the trip.
I suppose that you could be right. But even with four airlines on my resume, I've never worked at a place where a Capt did that. FO's are typed in the jet, and in most cases have pretty much the exact same training save for a high-speed abort and perhaps two engine work on the 74. Perhaps he doesn't trust the FO, or he's not comfortable being in the left seat. Or maybe he's just a control freak. Hell, maybe I"M the control freak. Most guys find that practice annoying and unsat. So, It's your jet, Ace. Show me how it's done. ;) @@Plupx
@@lbowsk This will be my 30th year on the queen started as a FE on the 74-1 and now Im in the left on the 74-8 so I have a ton of time and soon enough the govmnt. will come knocking for my seat if the stress from a medical doesnt get me first. Yrs ago when I was a FO on the 74-2 our companies head pilot would ride the quadrant like this with me...couldnt stand it and this was a guy that literally laughed at some semblance of CRM, he never wanted any assistance from a junior even a wet behind the ear 26yr old (myself at the time) except when I was shooting approaches into KaiTak back in 96. Some pilots (men and women) have different styles at least he's on top of things, lately I question the airmanship of a lot of young pilots that are just yoke holders. At some time with this new generation before Im retired I am going to ask the question to some of my crew that Dirty Harry gets asked..."Excuse me Captain , I know this may sound silly....but can you fly"? ....I think I know the answer
@@notboeingnotgoing5483"Nope, never had a lesson"! 🤣 All kidding aside, I believe there's a common element in a lot of professions today. I was in a totally different career to this one for 33 years but towards the end the similarities with the younger staff are comparable vis a vis competency.
34 yrs at a major and I never rode the controls like this captain. I was always ready in case something happened, but unless this is the F/O’s first flight on OE this Capt needs some CRM refresher training.
yeah, you were always ready in case something happened, or so you assume. But that case never happened. Because you are able to write on youtube a comment like this. Do you or do you not agree that plenty of accidents have happened which would not have happened if the FO or the Captain had backed up the other person the way this Captain does? I can name at least 1 example that was in the Aircrash investigations episodes, where if the other pilot had his hand on the throttle, things might have gone different. Might. We never know. Like you dont know. You say you were always ready. But sometimes a split second is enough to determine the outcome. Can you pls explain what is so bad about what the Captain is doing? I remember this VCR recording of them guys who experienced a micro burst but did not know what it was because it was not yet known. The VCR recording is a captain shouting to his FO to push it way up. WAY UP. UP UP UP. Push it Way up. And so, the captain expects the FO to push it way up, the throttle, to increase power. What if the Captain had pushed the hand of the FO when the captain decided that it was indeed time to introduce more power????? We will never know. But we do know it did not end well. And so: Pls, i am very curious what your answer is on my question: What is so bad about this behavior?
PS, considering what is said on the audio recording of that VCR of that Captain telling his FO to push it way up, i think it is clear enough that the captain did not back up the hand of the FO at that moment. He did not input anything. He just said: push it up, way up, up up up up, push it way up. Now, how long does it take to tell someone all of that, and how long does it take for that person to react the way you want them to react? Meanwhile you as a captain could do it yourself. That is just 1 example and i can come up with a few more if given the time. But in my opinion things MIGHT have looked different if the captain of that particular flight had not just vocally asked for more thrust, but also made sure the levers were pushed so to have more thrust. Do you agree with that opinion? And the other question was: What is wrong/bad about this kind of behavior? Because i fail to see the problem.
I just let the FO fly man… we all have a banger once in a while. Gotta let ‘em take the challenging legs to sometimes. A nice day in the whale was always fun. A captain like this one could really ruin a trip.
Crew resource managment, it's the protocol that has to do with professional and efficient relationships between the captain and the first officer. The FO was flying the approach and the captain was essentially "backseat driving" with his hand on the stick and being a total bossy nightmare. @@NathanElcoate
1:16 WTF was that? The guy on the right didn't want to GO AROUND, the guy on the left initiated it and pushed the hand. Is this how these pilots fly airplanes we sit it ? horrible professionalism.
@@Kwstakis90 There is little tolerance for carelessness and negligence in aviation!! Therefore, my hands will always be on the yoke just as this cap is doing here. His rookie FO needs more training seems like!
Isn't that like a big fucking no no too? You're just increasing the chances of dual inputs and control confusion aren't you? How the fuck do you make captain flying like that? I would be so vocally annoyed by that shit.
For anybody who can't imagine how this feels for the FO, imagine that you are driving your car through some curves at high speed and then your passenger puts a hand out and holds the steering wheel...
Never saw a Captain so darn nervous in VRF conditions on smooth day. Holding the yoke on final and holding his hand over the FA hand on the go around. It would make me quite uncomfortable to see such evidence of a lack of confidence.
Thank You to the guy who caught the ATC calling for the GA. I had not seen anything or heard that callout. I do agree with all the comments of the Captain over handling and stepping on his FO who was doing a great job on his own.
WTAF is that skipper doing? I would never do that to an FO, and if I had been that FO I’d have just handed him control and let him fly it. What an absolute CRM nightmare 😮
@@heresjohnny999 that doesn’t mean anything. Pilot in command (the one who’s flying) should be the only one on the flight controls. Pilot monitoring controls stuff like the radios, emergency procedures, and completing checklist while watching for any mistakes the POC might make. This is the same way it’s done in training except that there will be a safety pilot in the jumpseat to take over in the event of an emergency
I noticed him watching the FO. I don't think he trusts him. I noticed the FO was hanging onto the reversers for too long. Captain had to tap him a couple times to let go.
I'm a private pilot. Never been an FO or Captain of a 747. I do know one thing that has always been like the prime directive of Star Trek. Stating "I have control" is the prime directive of flying regardless of the type of plane being flown. Either the captain says, "I have control" or keep your F**king hands off the controls. You want to fly the plane? Say, "I have control" and then fly it. That is BASIC flight protocol. ZERO Excuse for not following that procedure. ZERO, NONE, ZIP, NADA! That type of cockpit mismanagement causes accidents.
This captain is a textbook example of a weak/low confidence captain. Can't let the other guy fly without hovering all over the controls, gets flustered by a totally routine go-around to the extent that he doesn't even trust that his colleague will push the power up on the go-around. And all this under VFR conditions, the works. When I was an FO and used to come across the occasional captain like this, I'd just start declining to fly any legs they'd offer me. If you're gonna be all over me, you might as well just fly.
IMO he has good reason not to trust the FO. He seems to have tunnel vision. He hesitated with full power and after they landed the FO hung onto reverse thrust way too long. He had to tap him several times to get him to let go.
@@3rett115 The FO managed the thrust reversers just fine. On every jet I've ever flown, the limitation on the TR's is usually that you commence stowing at 70-80 knots, to be at idle reverse by the time you reach taxi speed. I've never flown an airplane where the TR's had any minimum speed to be deployed in idle reverse. He began stowing them at 80 knots, was down to idle reverse at 70, and the captain started tapping his hand (inexplicably) to completely stow them. Totally unnecessary. Moreover, you can hear the tower give them the go-around instruction, and the INSTANT the captain hears that, he's all over the FO. Doesn't even give him a chance to fly the airplane. Either let the other guy fly, or don't. But don't try to fly the other pilot. Put this captain back in the right seat, or at the very least only pair him with the strongest of FO's. Because with a confidence level this low, that's where he belongs.
@@s4aviator804 When I watch the video, the FO just barley starts to pull them. It isn't until they are below 70 and the captain taps his hand that he completely stows them. Watch a couple more times.
@@3rett115 My point was, they don’t have to be completely stowed at that point. You can keep them out in idle reverse all the way down to taxi speed if you want to.
@@3rett115 so you verbalize it... you tell the FO, "stow the reversers" etc. as a reminder. the "tapping" of hands etc. is not clear communication and it becomes confusing who is flying. Verbalize the need for corrections and if you as the Captain feel immediate physical correction must be made in the interest of safety... its simple, you say "I HAVE THE AIRCRAFT" and then you control everything yourself and discuss what went sideways later.
Didn’t like this at all. Appreciate the SOPs in different companies vary but if the other pilot has his hands on the controls I’ll say ‘my controls’ and if he refuses to get off them then I pass control to them. I appreciate he’s just following the control column, but I’m a professional and if he doesn’t have the confidence in me to fly the aircraft he can fly it himself. In addition the change of tone and pace at the go around call smacks of alarm. Even at 200’ there’s time: PF flies the manoeuvre. The CA leans forward to the gear lever as he calls ‘positive rate’. This is highly leading and puts pressure on PF. The CA is practically operating the gear as the call comes. The aircraft will fly even with gear down and flap out all engines. A slower, more measured pace allows PF to confirm flap setting, climb is established and make the call when he’s ready. There a huge amount of drag as the doors open and gear comes down, PF needs to be confident of positive energy, and this will take a second or two. I accept I don’t know the precise reason for the call, so there may be extenuating circumstances. For reference I’m a heavy jet pilot currently operating 777
This might be a check airman doing IOE with a new first officer. I would shadow the controls at all times yoke and rudder pedals and be ready for anything.
This might be a check airman doing IOE with a new first officer. I would shadow the controls at all times yoke and rudder pedals and be ready for anything.
This might be a check airman doing IOE with a new first officer. I would shadow the controls at all times yoke and rudder pedals and be ready for anything.
This might be a check airman doing IOE with a new first officer. I would shadow the controls at all times yoke and rudder pedals and be ready for anything.
This might be a check airman doing IOE with a new first officer. I would shadow the controls at all times yoke and rudder pedals and be ready for anything.
Great to see you back here at last dear Captain, really missed you.. wow first time you’ve posted a go around, really impressive & low altitude, bet the spotters loved it…love a go around! Sending lots of love, hope to see you again soon, take care ✈️❤️🥰
Retired 744 Capt. I've watched the video several times. I'm with the Capt on this 100%. F/O seemed fixated and didn't immediately react. Up to the point of the g/a Cpt was guarding the controls for possibly a newbie on type - think inertia.
I'm glad you're retired, i'm left seat on the -8 flying with youngsters all the time, i would never destroy their confidence like this pin head nervous Nelly, nothing wrong happened there...
@@HAL-xy3om Others have pointed out this captian's habit of hand on yoke and thrust levers for a few years now. It's not new. It messes with my brain when others did that when I was in training.
that is also perfectly possible. But in my opinion it is not bad to actually make sure you actually back up the other person. We often see the Captain hovering over the hand of the FO, or vice versa. But when shit goes wrong, they still have to put their hand down onto the throttle. This captain made sure he was on the throttle, like the FO was. TO make sure that if the FO had a heart attack or anything like that, the Captain would make sure the throttles are in the correct position. And yet some people think this is just nonsense behavior from the Captain. I think this should be mandatory. Because plenty of accidents have already happened because of no back up from either the captain or the FO. @@memcrew1
To me this looks like a training flight, The cap is training the Fo. The GA was a training exercise. This all accounts for the Caps caution if the FO isn't familiar.
I disagree. If you listen carefully, the GA was called by the tower controller. This was likely for a traffic conflict, say the AC in front of them not clearing the runway in time. This happens fairly frequently, especially at busy airports with very tight spacing to maximize operations. VERY FEW 747's actually FLY in training events. They're simply too expensive to operate like that. All training, including the final check ride is typically done in the SIM. After that event, a new pilot is paired with an experience Captain who has received special / additional training to "teach" the last few basics in the jet that are hard to replicate in the SIM (the sight picture for taxi and landings, etc) and to get a feel for the new pilots mastery of the jet. I've checked out in 9 different planes requiring a "type rating" and then have received Initial Operating Experience. I've never had an IOE Captain manipulate or touch the flight controls on a leg. This is highly unusual. Perhaps it is SOP at this airline. But it makes zero sense from a modern training standpoint where the pilots act as a crew with ONE guy doing certain things and the other guy monitoring and doing other things. In no instance are both guys on the flight controls. The only paired operation is during a Go-Around. The Non Flying Pilot puts his hands underneath the Flying Pilots hands on the throttle levers and manually "follows" their movement and will add thrust in the ABSENCE of the pilot flying doing so. As always, the PIC is the PIC and if he wants to show me how to fly, its all his jet. Just say so and its yours. A Go-Around is a relatively easy event and should not be rushed unless ground contact is imminent. They jet is flying quite happily at a low power setting toward the runway. Because it is configured for landing (high-drag) the engines are already "spooled up" and do not require a massive shove the get the plane flying away from the ground. Yes, the call is TOGA or Max Thrust but in reality only partial thrust is required. If you have a low level GA altitude (which you typically DO) too much thrust actually increases a pilots risk of screwing up the maneuver (by over-speeding the flaps and gear) or blowing through level off alt. When these things are light (at the end of a flight) they have eye watering climb performance at Max Thrust.
Nervous type of cap, are you? Can hear it in your voice. Having 24 hears of flying experience, including last 7 on 744, this is a good example of how CRM is not applied.
A good example of ANC here, for those outside or new to aviation (Aviate Navigate Communicate.)Flew the aircraft before acknowledging with ATC that you were going around.
@@SC-dp1gvwhen you do balked landing (go around below minimums) there is no rush with flap retraction, first you apply the thrust and get assured the aircraft is climbing, then you go for flap retraction... Flap retraction creates temporary sink rate and if not in positive rate you can loose the height at already low altitude...
always good to see the enthusiastic and happy @captain Boeing again. I have however a question. I noticed that the captain is holding on to the controls during the approach, as he is the PM and the copilot the PF. During many cockpit approaches none of the captains did this and just let the co-pilot fly also the go around. Is this company procedure?
It’s indicative of a captain either lacking in confidence or too wrapped up in their idea of running the show. If you don’t think your FO has the ability to operate the aircraft safely, take control and talk about why you did so once you’re parked up with engines shut down. Equally, this is at best a massive distraction for the FO. It would quite possibly be the safest route for the FO to have said “you have control” and given it to the captain. If you want your hands all over everything, you can fly the aircraft. Micromanaging the actual flying role means that you’re absolutely not fulfilling your role as pilot monitoring in any effective way. I haven’t even seen this much interference during base training.
For those that are wondering, you can hear atc say "Go around" at 200 feet. The Captain has his hand on the yoke because that's where the push to talk button is in case of things like this. If the Captain was flying, the FO would have his hand lightly on the yoke as well.
@@ATRFLYER Watch the Captain's left hand during the go around. In that scenario it wouldn't be smart to go looking for a PTT button somewhere else. Plus, he can react if he had to take over manual flight.
The controller gave the reason but it was hard to hear what exactly she said after giving the go around command. Maybe an emergency aircraft behind on final? The runway seem unobstructed from the camera viewpoint
I heard the word runway. Either that aircraft holding blew the hold line (I could not tell) or there was somebody else still on the runway. It is unlikely a Mayday or Pan Pan behind would cause a go around front minimums.
Are people in the comments deaf? The controller told them to go around. They both heard it and started the procedure immediately like they were trained for. The decent to idiocy in RU-vid comments is embarrassing to witness.
Not a pilot, but found the comments fascinating so I rewatched the original landing again. I think the Capt was a little too quick with his putting his hand over the FO’s hand in throttling the engines back up. If I was the FO, I would definitely have had an attitude towards that Capt. over that, and words would have been exchanged later. As in don’t ever F’n do that again. Seems to me that Capt either had no trust in his FO, or maybe he’s just a little too high strung. Doesn’t matter why the ATC ordered the abort, but when they say Go Around, you Go Around. Period. Definitely enjoyed the video, and education. Safe flying ladies and gentlemen….👍🏻😎
This close to the ground you need to increase the thrust quickly to avoid getting closer to the ground, which creates another issues. I only fly A321 but I can understand why he did this. At 500ft, there's more time for a breather. If you were an FO, you would've agreed that you froze a bit at that moment. But that's what the pilot monitoring is for.
Hello Captain Boeing, happy to see you again..your professional pilot skills were a joy to watch with the landing situation you encountered. Blessings to you 💖
One of my two airports I fly into and out of in Houston. Nice to see IAH from inside the cockpit. Have you ever flown into my other airport in Houston? Hobby aka HOU???
If I were the FO I’d just tell captain handsy that if he wants to fly, just fly. But if it’s my leg, then hands off unless you need to take control. This is a major sign of a weak/unconfident captain
Always a bit of adrenaline on a go around. Lots of things to take care of. I didn't see anything on the runway, why did the controller give the go around on this one?
The co-pilot has the controls, then why is the captain on the yoke too! I would hate that. That Captain needs to be disciplined for not proper procedure. If he wants to take over the craft, that is his right, but you announce my controls, not assist on the yoke.
I’ve periodically watched the channel and other aircraft related ones. The crews skills, ease and professionalism always amaze me. Do all airlines have both pilots keep hands on the controls at all times? Seems like a great backup. Utmost respect to the captain, co-pilot and all those folks who excel at their job. 👍👍👏👏
Not great at all. It has to be crystal clear who is flying the plane - there can be no question. Making it a shared duty means that ultimate responsibility is - no one's. You don't want to have one guy thinking "ohhh the other guy will take care of that". Clear delineation of duties is imperative.
Exactly those hands on the yoke is super irritating and even dangerous. Hands on knees is backup enough. Nobody speaks up just before the go around so who made the go-around decision?
Horrible captain, his hands are not supposed to be on the yoke that’s not his leg, it’s not a back up, it’s distracting him from his pilot monitoring duties, gets all excited with call outs, uhhhh horrible horrible horrible
Great work on the go! When you look at the statistics it's incredible how long some crews go between go arounds. It would be easy for the procedure to be far less efficient.
Talking to my FO's many captains are twitchy and keep their feet on the rudders or hands loose on the yoke, I think this can cause confusion as to who is flying and who is non- flying. Let the FO do his job or say " My Control". State the problem, if there is one, then provide a solution.
A number of times he is not only covering the yoke you can see his hand and fingers tense up as he actually makes movements of the yoke, what nightmare for a FO. I think it's time the Captain turned in his wings!
