Jumpseating etiquette
10-03-2016 | 01:26 PM
#51
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Joined: Jul 2014
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From: Feito no Brasil, CA
I get it now, it's not required unless it's actually the jumpseat. I still completely disagree with the attitude that, because it may not be required to stop by on some airlines, the default becomes not to stop by. It's the other way around. It's "you must stop by unless told otherwise". I sincerely doubt that bypassing the cockpit on an airline like delta that has a written policy of not needing to stop by will score you any points with the crew. I imagine there might be a little discussion between the captain and the jumpseater, no matter the policy.
10-03-2016 | 01:32 PM
#52
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Joined: Jul 2014
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From: Feito no Brasil, CA
I love how some pilots think they're rock stars and jump at the opportunity to scold a fellow pilot when they don't ask "permission" to ride the jumpseat. So many of the guys we fly with are tools and complete losers who go on power trips when give the smallest amount of authority. Why so butt hurt that he/she didn't come up and ask for permission. We fly planes that's it when you go home you're a nobody get over yourself! If someone doesn't come up to say hi their loss. Again get over it. I almost wish I wasn't as respectful as I am because I can't tell you how many times some regional Capt has said something stupid like "so you're the guys taking my flying, take a seat and don't cause any problems"(actually happened). When jumpseating on mainline those guys look at me like *** you doing up here if they gave you a seat in the back? What another pointless thread.
Because jumpseats are a negotiated privilege between companies and between pilot groups that has been done expressly to provide the ability for pilots that don't live where they work to get to where they need to go. It's the captain's ship at the end of the day (I'm not one of those captain-is-god types) and the point is that some respect needs to be paid for the free ride on someone else's airline. People just don't want to take the time to do that, I guess.
10-03-2016 | 01:55 PM
#53
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Joined: Aug 2015
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From: Guppy Gear Slinger
I have had a guy get on and ask to see the airworthiness certification for the aircraft, and then started asking questions about my history as a pilot. He said that he is a private pilot, and that he has more hours than me (even though I never told him anything about my hours/qualifications), and that he would be in seat 17C if I had any questions for him during the flight.
I am very happy that he came up. I felt more assured that this a**hat in 17C has 5000 hours in a Bonanza, and would be happy to answer questions about flying in a single engine, piston, unpressurized airplane in class G airspace in a single pilot operation. That kind of knowledge could come in very handy.
I am very happy that he came up. I felt more assured that this a**hat in 17C has 5000 hours in a Bonanza, and would be happy to answer questions about flying in a single engine, piston, unpressurized airplane in class G airspace in a single pilot operation. That kind of knowledge could come in very handy.
That said, I did once ride in the front pax row of a Shorts 360 in Honduras. Can't remember the airline name. Weather was absolutely godawful with +TSRA's everywhere. Since the flight deck door was open, I was sitting maybe 5 feet behind the FO and was able to watch the entire flight. I've never been so scared in my life. We took off with no wx radar and did a hair-raising scud-run at no more than 1,000' AGL all the way to the coast, curving through valleys with weather and terrain all around us. Obviously these guys had done this route before but it was a low-level scud run, pure and simple. In no way, shape, or form would it have been remotely legal in the US. I was speechless when I got off the airplane. Then again it was rural Honduras, so who knew what 'airline' that airplane was even operated by...
10-03-2016 | 02:38 PM
#55
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Joined: Feb 2016
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I'll give you my perspective as a Captain. If it's not busy and we have gotten most of the work done to turn the airplane, it's alright to come up and say hi as a revenue pax. If it's a crew change or a quick turn, it's completely unnecessary and causes more of a distraction than it does provide me with warm fuzzies. I do appreciate the thought, but if every person that is capable of flying an airplane came up and said hi, some days it would be a never-ending stream of people lined up outside the flight deck.
This
10-03-2016 | 05:15 PM
#56
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Joined: Nov 2015
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The funny part, the times I've seen someone denied because they didn't ask were all done by mainline pilots. Must be "can't get it up anymore" syndrome
10-04-2016 | 01:44 AM
#58
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In the early 1990s I flew for American Eagle. The base chief pilot showed me a complaint letter that had been received from a passenger who was a student pilot. The Saab 340 flight had diverted to an alternate due to low visibility at the destination. Some of the points that he made...
1. The crew wasn't following checklists. They didn't even do a mag-check prior to takeoff.
2. The crew was flying too low. His altimeter-watch showed they cruised at less than 6,000'.
3. The crew waiting until only 200' above the runway (his estimate looking straight down at the runway lights during the miss) before deciding whether or not to land. He thought the FAA would take a very dim view of a crew waiting until 200' before deciding whether or not to land.
4. The crew immediately raised the gear after starting the go-around indicating that they never had any intention of landing at the destination. If they had intended to land there then they would have left the gear down for a second approach.
5. The crew picked an inconvenient alternate. He suggested a closer airport which would have been more convenient for the passengers.
1. The crew wasn't following checklists. They didn't even do a mag-check prior to takeoff.
2. The crew was flying too low. His altimeter-watch showed they cruised at less than 6,000'.
3. The crew waiting until only 200' above the runway (his estimate looking straight down at the runway lights during the miss) before deciding whether or not to land. He thought the FAA would take a very dim view of a crew waiting until 200' before deciding whether or not to land.
4. The crew immediately raised the gear after starting the go-around indicating that they never had any intention of landing at the destination. If they had intended to land there then they would have left the gear down for a second approach.
5. The crew picked an inconvenient alternate. He suggested a closer airport which would have been more convenient for the passengers.
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