Is it true?

JordanD said:
All my previous experience with releases before I actually flew 121 was dot matrix printers and a release long enough to double as a red carpet. The first time I printed a release here I was like "..... it's done? Did it run out of paper or something?"
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Who still makes those printers?
 
skyw82 said:
Does the surface have 3g lte ability? There should be a way to download flight releases on to ipads/surfaces and use them instead of printing out these 20 page releases.
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That's the long term vision. But first, SAPA has to be assured that notification via EFB will not be allowed.

skyw82 said:
Who still makes those printers?
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I have asked this question for many years. It boggles the mind. When I did aircraft sales in 2006-2007, our office had a type-writer for some of the official documents we had to include in sales. I was aghast by its very existence.
 
JordanD said:
I know leaving things like this on a charger constantly doesn't help long term battery life, but what choice do you have as a reserve other than run the risk of being called and this thing is dead?
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100% not true. No harm at all leaving your device plugged in. These aren't the NiCad battery days anymore. Lithium batteries do not have those problems. The only problems they have are spontaneously combusting, but that can happen plugged in or not. :)
 
Rocketman99 said:
100% not true. No harm at all leaving your device plugged in. These aren't the NiCad battery days anymore. Lithium batteries do not have those problems. The only problems they have are spontaneously combusting, but that can happen plugged in or not. :)
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Hah, so it's a toss up between it dying all the time and "well, sometimes there's a chance they'll get kind of explodey."
 
Not true, totally. Li cells don't have a memory like NiCD did, but they have a limited number of charge cycles. Typcially about 200-500, and they will lose a good bit of capacity near the end of that life cycle. Best life obtained by charging no more than 80%, and letting drain to 50% before charging.

If it is a device with a replaceable battery - who cares? They cost like $8, just replace them.

They also require computer chips to control charging, often times these limit how much they will charge a cell in a trade off between cell life and capacity, data sheets on the chips and batteries are the only way to know how a particular one is designed to behave.

Rocketman99 said:
100% not true. No harm at all leaving your device plugged in. These aren't the NiCad battery days anymore. Lithium batteries do not have those problems. The only problems they have are spontaneously combusting, but that can happen plugged in or not. :)
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Seggy said:
Wow.

When we have a jumpseater on board, even if they are off line, you tell them to speak up even though they aren't familiar with our aircraft or procedures as we are all pilots and know what is right and wrong. So, as a jumpseater, they carry weight as what others say on here should carry weight, no matter what the operation is. You and the rest of the Alaska folks just don't want to listen when others speak up.
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This practice seems to be a good way of inviting unwarranted liability into your operation.
 
somewhereupthere said:
This practice seems to be a good way of inviting unwarranted liability into your operation.
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I think that's actually pretty standard. It was part of every brief I gave when I had a jumpseater. Just because a guy doesn't fly for your operation doesn't mean you won't recognize when you are about to taxi across an active runway without a clearance.
 
BobDDuck said:
I think that's actually pretty standard. It was part of every brief I gave when I had a jumpseater. Just because a guy doesn't fly for your operation doesn't mean you won't recognize when you are about to taxi across an active runway without a clearance.
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In that scenario, I think it's appropriate. The brief is of great importance for sure, setting boundaries and expectations. I think most would agree that if it's something aircraft or flow/call out difference, unless it's detrimental to safety, or you have a overwhelming "this is bad" gut feeling, speaking up is not always the best thing to do, as doing so may have a negative consequence even though saying something was well intentioned.
 
somewhereupthere said:
In that scenario, I think it's appropriate. The brief is of great importance for sure, setting boundaries and expectations. I think most would agree that if it's something aircraft or flow/call out difference, unless it's detrimental to safety, or you have a overwhelming "this is bad" gut feeling, speaking up is not always the best thing to do, as doing so may have a negative consequence even though saying something was well intentioned.
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What point are you trying to make here?

If you brief a jumpseater that they should speak up, there's more of a chance they will... and more of a chance they'll, say, catch that altitude you misheard... and that can only be good.

For the most part, it's unlikely that they'll become a "jumpseat captain" simply because you invited them to speak up.

We do agree that open lines of safety-of-flight-related conversation are good, right?

-Fox
 
The other day I gestured toward a master caution light while the FO was busy with something and the captain was talking to me.



Sent from my XT1254 using Tapatalk
 
trafficinsight said:
The other day I gestured toward a master caution light while the FO was busy with something and the captain was talking to me.



Sent from my XT1254 using Tapatalk
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"Pardon me, but is that light relevant? Seems like it might be relevant. Oh and thanks again for the ride."

Last spring I was riding home from SBA in a CRJ jumpseat and I noticed the "arrival fuel" number was less than 1000lbs while we were holding short of the runway. I looked at the total fuel and it looked right so I figured it was either a flight plan problem or he forgot to reset the Perf Init number. I mentioned it, but for a second I felt a twinge of panic like "Oh crap, are we going to have to taxi back for gas? Am I going to have to embarrass this captain?"
 
Cal Goat said:
"Pardon me, but is that light relevant? Seems like it might be relevant. Oh and thanks again for the ride."

Last spring I was riding home from SBA in a CRJ jumpseat and I noticed the "arrival fuel" number was less than 1000lbs while we were holding short of the runway. I looked at the total fuel and it looked right so I figured it was either a flight plan problem or he forgot to reset the Perf Init number. I mentioned it, but for a second I felt a twinge of panic like "Oh crap, are we going to have to taxi back for gas? Am I going to have to embarrass this captain?"
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My uncle was killed on the jumpseat.

Any questions, @somewhereupthere, on where I stand on the issue?
 
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