I'm gonna start saying the Skywest FO creed over the Ops radio in the eagles nest and hopefully one of the CRJ guys will join in with me.

 

Ha! Yep, duck if you announce 'disregard' or 'warm up complete' on a 2 engine taxi. Haha, I thought I didn't have pet peeves, I guess I do. One FO I flew with got me to tell him my pet peeves so he could drive me crazy lol. You know who you are!!! I didn't have any biscoff cookies handy

 

Ahh there he is! This made me chuckle though! 😂

 

What about "nav is available" after ATC tells you to proceed direct to a fix when you've been flying a heading, and you've just agreed that it's in the box correctly? Does that also result in the "Delta Dodge"?

 

Yeah that too

I'de just start also announcing 'heading available' on a delay vector; 'boards available' when instructed to slow; 'com 1 available' when given a frequency change

 

Overall excellent post. Just a few things to add.

3: I would add that if you happen to be level and have armed APP, you can set the missed altitude as well. That's what I do on times I am intercepting final while level (i.e. off the IRNMN in LAX, which I call the "Earn-Man"). Makes things a bit less hectic because you've planned ahead (and the airplane will hold altitude if it's in ALT despite what you have bugged in). But definitely have the missed dialed in when it's in GS for sure.

6: You put an asterisk after "flare all you want" but didn't put a disclaimer in. You're obviously familiar with the pitch attitude that the airplane will tail-strike at, but I didn't realize that technically flaring over 8 degrees nose-up is a failure item on a line check. Learned that from a check airman on my CA OE. That being said, just put it on centerline in the TDZ without making screws fall off, and I'll be a happy captain. And remember, happy captains (like happy cows) come from California.

9: VNAV FLCH (or magenta FLCH whichever you prefer to call it) is your friend. Seriously, if ATC makes you want to slow down, and says you can be high while you're descending in PTH, just put it first in green FLCH and dial back the speed, which will cause the airplane to pitch for the speed (becoming high on the profile, but ATC cleared you to do that). Then the plane will begin to FLCH down at the assigned speed (descending as quickly as the plane will allow in that speed/configuration). Re-arm VNAV and hit FLCH again to get magenta FLCH, and then the plane will re-intercept the PTH when you've gotten back down to the profile. Works like a charm every time and saves a lot of your scan. Disclaimer: VNAV FLCH is not your friend if you're already below the VNAV PTH. But you'd probably have no reason to use it if you were below it already.

I guess I proved your point that CAs like talking/teaching about descent planning.

 

I'll start teaching my FOs to say "#2 available" after I tell them to "shut down 2" after landing.

 

With all these tips new hires should pass quicker and be on the line asap, I love it.

 

And hopefully fewer ASAPs as well!

 

Oh, it's the new Captains that generate ASAPs.