I agree. Let the guy complete his landing, hand it off when he's ready, and ask for clarification on the taxi instructions if you need them. They're usually given at 100kts anyway.

It just feels like Im being micro managed, especially when it's unexpected. One of the items on my brief is which turnoff I plan on attempting to make after touchdown so that the captain knows I have a plan and that my braking and use of reverse thrust will be in line with that plan and we are on the same page. My preference is to transfer control below 80kts. I have flown with some guys in the past who have 'taken' it between 90-100kts, without briefing me that they would which I found to be completely unnecessary.

When I get back on line in the left seat after the summer, I'll plan on including transfer of control in my briefing and getting the FO's input so we are both on the same page.

To scrap a 747 or not
 

Interesting article about the jet we have in ICN after a battle with hail. Author essentially says that parking/scrapping it won't cost any money. I'll let you draw your own conclusions.

Will Delta repair its hail-battered Boeing 747? - Minneapolis / St. Paul Business Journal

Missing instructions? Really? You know the pavement is the same and terminals don't move. Its the same pretty much every time. Landing 22R DTW left A5, A, Q crossing Tango call ramp. Or you could get lucky and go north on A and hold short 22R. I remember that and I haven't even flown into DTW over three and a half years now. How hard is it? I found it more distracting when guys would take over at 100+ kts as opposed to SOP of around 70-80kts. Plus its annoying.

Plus when ATC rattles off a long list of taxi instructions while you're still in the high speed regime you don't have to read back or even do it. As long as you follow the rules of clearing and holding short you're good. Aviate navigate communicate. All too often we readback (even things we can't do like clearing intesections abeam us as we're passing them at 100 kts or crossing restrictions we couldn't make side slipping a super cub etc). Its also OK to ask them to repeat instructions when you are free and ready to copy.

Fly/drive the airplane first. Period. They'll get over it.

Anyone that tells you not to crank the APU upon landing and at the gate when the aircraft is warmer than 76 degrees is wrong. Refer them to the May Maddog messenger.

just wondering why guys don't like the APU on the 88. Don't know how many times I've sat in that thing literally sweating a commute. Coming from the ER, I believe in copious amounts of cool air.

Yeah, process underway!

Then you can join "THE TEN!"....... to the ring!

Its not that they don't believe in the APU or not. You're just used to an APU actually doing something. Well that's not really fair. The 88 APU does do something. It makes the cabin go black for 20 seconds when you transfer power, so there's that.