Captains need to set a pace that works for the crew. If they are flying with a slower first officer it doesn't speed things up to rush them. There are times to be heads down such as when you are creeping on the last taxi wayleading to the runway. Pulling off at the end is complicated since ATC plans for you to be ready. If things are unusual and you need more time ask to be sidelined earlier. Especially when you are destined to a busy airport early communication keeps the operation smooth. Lots of times I watch crews behave as if the airport is theirs personally and they are the most important thing out there. I for one definatley think that once you start the push your tasks should be streamlined so "Aviate" stays the primary concern and you follow the right aircraft and taxi in the right piece of pavement.

 

To the Ops question, on the 717 our checklist is very short compared to the 88's. That thing is yuge. And we have auto upload which not only helps but really comes in handy when the runway is changed on you.

On the 717 we seem to get the taxi check done in about 20 seconds or so. You're inevitably both going to memorize every checklist on a plane you fly 40-60 legs per month on month after month after month af... it usually is not much more than 20 seconds. Very minimal heads down. Engine start on a FADEC allows more heads up (but I'm not saying you can ignore the start, that could bite you pretty hard). The before takeoff checklist is pretty simple and quick and comes at a time with minimal risks as compared to the taxi checklist.

Basically, automation just really helps.

Which probably explains how we were cut off by an 88 taxing out the other day, we were going into ramp 4 and the guy was told to give way, he responded, and went on anyways. We had to stop. We were both 88 guys so we get it. After you do enough ORD flights you start to not trust ground ops anyways.

 

And you guys don't even have pay sheets...hah!

 

The best part of any taxi out, or arrival for that matter is the runway guessing game. It has become like a game show, either bells and confetti ding... ding...ding we have a winner! Or waa...waa...waa buzzzzzzer, thanks for playing and better luck next time.

ACARS ding on taxi out triggers the question, "well captain do you want me to type or taxi?" While I'm thinking... or are you going to try to do both while I decide how far to let you get off centerline before I say something.

 

My biggest grief is pushing out of ATL and then taxing for 9L M2 intersection. Not to start a North vs South battle but North guys always spin both right away. South Captains have this personal goal to get to M2 with 3 minutes on the engines. Which sounds great for fuel saving but overloads the FO. Gotta spin the engine at the last moment possible, usually when your taxiing eastbound and about to pull a 180 onto Mike. Not the best time to be both heads up and down. PA to the kiddos, wait for the FA to call back, while communicating with ground, running the Delay afterstart, safety briefing for Takeoff runway, BTO check.... all in less than three minutes.

I take my sweet time to make sure it's all done correctly, but I can see a new FO being rushed and mistakes made.

 

I always start 2 & try and get the wdr done before we taxi as long as we're not blocking an alley or someone else on the ramp. I'm a new Ca flying with 90% new FO's. Fuel savings is the last thing on my radar. Not bending sheet metal is the first priority.

 

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ that.

 

Best info ever, old #1 Capt. said, 'Fly it like it was a Bonanza with your family on board." The Co. turns blue, chokes, holds their breath....... Squiddle happens.

 

Their backpacks are ON. Tight. Really tight. And they love it. They're saving money all over the place. For PS. PS that they want to get rid of for small raises.

They're just very cheap people who are being cheap on behalf of the company and still think fuel is $4/gal and we're losing billions every quarter. You'll see it on every fleet and pilots from both seats, it's not just a Captain thing at all. I'm sure you'll see it in ATL more than anywhere else but I was out west and deadheading on the same day with two different LAX 717 crews, really FOs, and they would not start the APU until push time. Miserable. So it's all over the place.

They're just cheap people. I'm not cheap. Air conditioning is a safety issue and comes complimentary with the price of the ticket.

Actually got asked in SLC why I was running the APU on a 35 min turn. I said you never hooked up the air. They were so confused, why does that mean you wouldn't shut down the APU?

It's a mindset that puts fuel savings > safety/passenger comfort/JD Power Surveys. And I think the company has been very clear that is not to be the case.

 

Maybe a metallurgist will chime in. I was told a long time ago by an Aero Engineer that taxiing out on one engine is false economy. A heavy airplane, high power settings to get moving, and a cold engine means more fuel consumption, more engine wear, and dollars out the window.... Therefore, I'm SAVING Delta money by starting em both!