A thousand times this.

You're reminding me of every time a CA talks over me doing the pushback checklist (usually, which I'm doing without him calling for it because he just straight up told the crew to push), or reads back his own checklist responses without looking at the indications, or does this nervous twitch when we're holding short of somewhere and every 20 seconds he lets go of the brakes and we roll forward a little, or pushes "execute" on the FMS without me confirming, etc.

Why isn't it a surprise all these things usually come in a package?

 

If both pilots hear the pushback clearance, why should the CA have to wait on the FO to read it back and brief him on it, before he tells the tug crew? It’s not that complicated, nor is it a high risk event.

There’s a diffference between rushing and working fast. That being said, not everyone can function at the same pace. Apparently some can’t even get off the gate without feeling insulted by their coworkers.

...and yes when you are dealing with ATC, every second does count. If you don’t believe so, go fly multiple legs to busy airports with flow control, and see how well that out works for ya.

 

Sorry I rush to get get paid. After that I go as slow as I need

 

So you start the checklist while the captain is talking to someone else?

You get sad when the captain presses buttons without your permission?

You sound like a joy to fly with, I bet you'll be a great captain

 

And you sound like a great candidate for Delta.

 

Since that checklist was required prior to that talking, yes. It's gotta get done somehow. A stronger measure would be to break in on the cockpit to ramp loop, and say "no, hold the push, we're not ready yet." I bet you'd love that.

Since that permission is required by our SOP, yes.

By now I probably don't have to spell out my opinion of weak captains whose ego can't handle acknowledging they're doing something wrong. Are you one?

 

It’s not hard to see that a pie fight is approaching, to be followed by infractions. Stop it now.

 

It doesn't sounds a like a weak captain, sounds like a sop can't think outside and see the big picture f/o to me. It's not a difficult job, I get the importance of doing checklists. However if you have to interject and tell the ground crew to stop then you create more of a distraction and a lack of crm. How about ask the cap, hey cap how about that before start check list...

 

Let me translate this OMC speak for everybody: In other words, no matter what happens it is always the FO's fault. Good thing that unlike OMCs, NTSB investigations usually come up with a different conclusion.

 

You're ordering the events out of sequence, it's a pushback checklist not a before start checklist. And when we're already pushing, it's too late for "how bout..." I can either simply just do it myself, or tell the tug crew to stop. I agree with you about the downsides of the latter option (toldja you'd love it!) which is why I don't do it.

But guess who's putting me in that position? Of course, the guy who sees the "big picture," too old, wise, and worldly to get hung up on "whatever they're teaching at the schoolhouse these days." Just like every one that's caused a wreck that stems from a SOP noncompliance. Here's the real big picture, you have a set of simple instructions you're required to follow so that everyone's singing off the same sheet: 1, 2, and 3. All you have to do is 1, 2, and 3; that's it! Easy. Done. This is really that simple, it's not some compound emergency Apollo 13 situation that might require you to get creative. And guess what, if you lack the ability to follow the instructions in the easy everyday straight forward case, that only lowers my trust in your ability to think your way through the compound emergency.