IMO you just have to sort the chaff from the real threats. Nobody ever lost their job for starting a 2nd engine early or pulling off to the side because they didn't feel like they were ready to go. I'm not jaded into a screw-the-company at all costs mentality; however, they talk out of both sides of their mouths or are penny-wise and pound-foolish on so many issues I find it necessary to do what is important to defend my livelihood.

I find that when I am rushed it is rarely if ever as a result of something we did as a crew. Most of the time it is an external factor such as WX or ATC and to a lesser extent because of something internal to DAL such as ground crews, unrealistic scheduling, or incorrect/missing paperwork. I don't get paid to rush and fix other people's mistakes. None of them will lose their ticket if I bend metal or violate a clearance trying to fix their errors. I just don't see the benefit in rushing to cover somebody else's mistakes.

 

If I was Captain again, and taxi lines were such that I think we could be OFF in 5-10 min, and I was flying with clone me in the right seat, I'd do it this way:

Push, awesome clone me starts left engine, I enter the data, they disconnect, they waive, we do the after start and go. As soon as the coast is clear start the right engine. Then do taxi checklist then before and go. Unless I want to do something else. If the numbers come late, awesome clone me taxis and I enter.

That said, real world me, realizes you will have a better FO if you keep them in their comfort zone and routine. Do that and less mistakes will be made. There may be a better way to do things, like my way, but it might not be the cultural norm the FO is used to and the FO has their show to run too.

So, bucking that norm isn't going to do the FO and thus me any favors. So I'd ask the FO, how do you like to do things? Get a feel, game plan from there, call audibles from there.

And just because atc clears you or you see no traffic and a wide open chance to go, you don't have to go. Some people have get there itis despite being leg 3 of day 2 of 4 days. Relax.

 

And I want to emphasize something. In my time on the 717, a vast majority of captains have been really great about this stuff and the taxi out checklists and all that stuff has gone very well.

And the ER guys were really good.

And the... nevermind.

 

+1

Within the last year or so, a bean counter came up with the "great" idea that the 320 can save lots of fuel if we land flaps 3 instead of flaps full.

I won't go into the myrad of problems that arise with this but I will say this....If I'm ever in front of a jury having to explain myself, I'd rather explain why I landed flaps full than why I didn't land flaps full.

 

Exactly, and the 50 lbs of fuel you save can be lost in a millisecond by a fuel hedge gone bad. Or waiting for the ground crew taking their time parking the aircraft.

 

Actually, someone should do the math on the fuel hedging loss and take it down to the second. Funny number to remember.

 

FTB, you're good at that kind of stuff, just the person to do that. Waiting patiently on the supporting graphs, charts, and PPT

 

Really? Do you use max autobrakes every time?

Would I do a flaps 3 (or on my plane 25) into SNA? Hell no. But on a clear night landing in MCO or RSW, with a long runway, yes.

Don't let the company pressure you into doing something stupid. On the other hand don't let an unreasonable fear of an inquisition prevent you from saving money for the company when it is safe and appropriate.

 

The normal overhead panel is a lights out configuration. Landing flaps 3 requires selecting the Landing flap 3 PB on the overhead. Now there is light on up there because we are doing something non standard.

Flaps 3 has not been a "normal" landing configuration in the 20 plus years we've been flying the bus. Putting out a bulliten does not make it so. Bad idea just to save 50lbs of gas.

 

Wait till they see the tire change increase, that little gem will quietly disappear into aviation history.