John Carr

RIGHT!!!!

UnbeatenPath

Waiting for deicing in BUF this morning...

Iceman: Endeavor xxxx type 1 application complete. Verify configured for type 4 application.

Endeavor: we're configured but the FA just let us know that the Delta pilot in the back said they didn't deice the wings properly and they should be looked at.

Iceman: standby

After around 5 minutes

Iceman: yeah we just double checked both wings and it all is clear

Rahlifer

I guess I am just lucky that I’ve never seen a pilot fumbling around at the last minute. I personally use the Seinfeld/ Soup Nazi approach and have everything up front and ready to go with no extraneous chatter or eye contact. 😄

TOGALOCK

HA! No KCM for you!

flensr

The problem from the right seat is that you can't see if HAL is or not until it's way too late. Last time I tried to NAV it to the loc course, it still overshot. Winds were about 15 knots overshooting and speed was under control, flaps were already at 5, so I dunno what the issue is. My best automation use success has been with just fiddling with heading mode until LOC grabs it, but even THEN with only a 20 deg intercept angle I've had it STILL overshoot at LAS.

I suppose I could be cursed, I had the same issue there in the bus before I was flying the 737. Best overall success for me from the right seat is to get slightly ahead on slowing/configuring, then either tweak the intercept by hand using hdg mode or hand fly it. Both are somewhat more workload intensive. Why not just hand-fly the visual and ignore the LOC? Because it's a left turn and you just can't see the runway from the right seat until it's too late, and the overshooting winds sometimes make that last vector to intercept just a continuous turn you have to judge without actually seeing the runway. I'm not that talented yet so at LAS when in the tight left pattern I use the LOC to help avoid big ground track variances, keep away from the tour helos.

Maybe some day I won't suck and I can get it to work better. Maybe.

captive apple

Dunno about that TOTD. If there is a pilot back there who can clearly see the full wing thinks the fluid has failed then "Thanks, do it again."

trip

I’ve seen DGS try that also. Took 25 minutes to type 1 a ERJ, first wing already snowed over when they start type 4. STOP, STOP!
That’s not how it works, just poor training.

aewanabe

TOTD here goes to the EDV pilot calling out a DL pilot for saying the wings should be looked at. Or maybe to you for thinking the DL pilot was a tool for this, especially if it was a -200.

See Air Ontario 1363 for the consequences of sitting on your hands not to "disrespect" the working crew when the wings might be contaminated. If you're in the back of my airplane and the wings don't look good to you after type 1, please let my inflight crew know.

Keizer Soze

I was commuting in uniform on a CRJ200 (one of the types on my ATP but not my own metal), sitting in the last row, 2 days before Christmas. So, it was cold outside. It was really hot in the back of the cabin, excessively so. I mentioned to the flight attendant to say something to the captain because it did not seem normal. She returned and told me that the captain said it was normal and it would cool off after the engines were started. Now we are taxiing and it is getting hotter. I hailed the FA again and told her to tell the captain that the PACK is overheating, that this temperature is not normal. She returned once again and told me that the captain said it was normal and that it would cool off once we took off. I stressed a third time that I believed that there was a problem with the PACK and the captain should do something about it. The FA basically ignored me on the third attempt. We take off and before reaching 1000 feet smoke starts pouring into the cabin, LAV smoke detector starts beeping, and the captain comes over the PA to tell us that we are returning to [airport] because of a PACK overheat.

Since I was in the last row I was the last off of the aircraft once we returned to the gate. The crew were standing in the front waiting for me. The captain made it a point to tell me he learned his lesson that day and that he would never disregard a report of a problem from a jump seater/dead header again. The FA apologized for not being more urgent with the captain.

The point of my story is, I usually don't say anything unless I believe it to be of an urgent nature. I can only assume that other dead headers/jump seaters operate the same. So if I have a pilot in the back of the aircraft telling me there is something wrong, I would be a fool not to address it immediately. What is the harm in being overly cautious in that scenario? The worst that could happen is a trip to the CP office to justify a delay. And I would have no problem justifying a delay because another professional expressed a concern with the airworthiness/safety of the aircraft and that I took it seriously enough to return and have it addressed before departing.

ps. I might not say anything if it were a broken latch on an overhead bin, but ice/snow/freezing precipitation adhering to the wings or a potential PACK overheat, you're godd*mned skippy I will say something.

Omniscient

Exactly. This isn’t a “legacy guy spitting on a regional guy,” it’s a “I have professional experience and I see something that doesn’t look right and I should bring it to the attention of the crew”