Flew once with a similar guy. As he was entering the cockpit for the first flight of the trip, before even introducing himself, states "whoops, looks like my Bible just fell out of my bag."

It was a long four-day as you can imagine.

Or Mary on the half shell.

Maybe he was talking about Jesus Montero. You know the Jesus who signed with the Seattle Mariners as a designated hitter.

The religion part should be an absolute no no for no other reason than the fact you could go to the same church with the guy sitting next to you and still not agree on much. How are you going to agree on much with a random person you just met?

If its in the airline policy that the Captain decides, then the Captain dictates. Unless the Captain says "I don't care do what you want" then it really doesn't matter what the source document is, the Captain still dictates it.

As for the "one step behind" those jack wagons can get their egos on all day long and we'll just laugh at their insanity.

HTAYFO…by micromanaging. Please don't smuther me.

With many overseas carriers, it's NOT the Captain's discretion. It's hard to comprehend some SOPs, uniform standards, and what not if one has never flown with a non US carrier.

As a good friend who works at Cathay says. The toughest part of working for them is not ****ing off the wrong Nigel.

Captain (PNF, 25 miles out on visual approach): "You ready for Flaps 1?"

FO (PF): "uhhh..no. Was planning on descending clean at 250 and then decelerating at the little purple "D" on the map screen".

Captain: "I'm a real advocate of using the slats. I mean, do you want to be on the bare edge of a stall this close to the ground?"

FO: "Dude, Vls is 190. Green dot (L/D Max) is 221, clean speeds. How is 250 the bare edge of a stall?"

Captain: (Suddenly without warning, extends slats and calls "FLAPS 1").

FO:"...."

(Time passes)

Capt (10 miles out level at GS intercept altitude of 3600 ft, driving in on the localizer at CONFIG 1 at 190 knots): "You ready for Flaps 2?"

FO: "No, actually I was going to wait till a couple miles out from intercept, slow to 180 and take flaps 2 to hold that speed at idle in the descent on the glide, then hit managed speed and drop the gear at 2500 to start slowing, kill the autothrust, then start with Flaps 3 around 1500-1700 feet or so aiming to be fully configured and start spooling up at exactly 1000 feet. Decelerating approach, just like the FMS is programmed, most comfortable, least power changes, least fuel burned, stable at 1000 feet, exactly the way I briefed it to you and you said "sounds good" about 200 miles ago".

Captain "...."

Captain (5 miles from FAF): "You ready for flaps 2?"

FO: ".......yeah, sure, why not. Flaps 2".

Captain (extends Flaps 2 and drops landing gear): "Here's your gear, too".

FO "....." (Slows early due to unexpected gear extension, drives down the glideslope at approach power at Vapp, instead of an idle deceleration).

(Flaps 3, Flaps full, landing, taxi off)

Captain: "You really need to work on your approach profile. You waste a lot of fuel dragging it in like that. What the hell are they teaching you kids in IOE these days?"

FO: "......."

That's an EASY one. First time he makes an uncommanded configuration change or flight control input you throw your hands in the air and say "Your airplane Captain".