Air Atlanta Boeing 747-400 Ultimate Cockpit Movie: Magma Aviation Frankfurt - Dubai DWC! [AirClips]

airclubs.com welcome to our airclips boeing 747 400 fighter ultimate cockpit movie today in two and a half hours you will see everything around a stunning flight all the way from frankfurt germany down to dubai in the united arab emirates during our film you will meet the fantastic crew of giovanni annas and leslie and they will explain you every detail of their fantastic classic four-engined aircraft as well as every detail regarding the flight and also they will share a lot of interesting information of their very personal flying careers but first of all let's go to frankfurt airport let's enjoy the taxi in of our mighty aircraft let's witness the cargo loading process and also we'll have a few minutes left for senior executive interviews and we will meet some managers behind this mission they will explain to us what the roles of air atlanta icelandic magma aviation chapman freeborn and d.b schenker are in this exciting alif mission now welcome to the cargo apron at frankfurt airport and here she is the queen of the skies the mighty boeing 747 [Music] [Applause] [Music] [Music] [Music] [Applause] [Music] [Music] um [Music] [Music] [Music] [Music] [Music] [Music] [Music] [Music] hi everyone i'm patrick from airclips welcome to another fantastic episode of the ultimate cockpit movies here on airclips.com now i'm welcoming you in a particularly interesting setup as you can see it's the empty cargo bay of a lovely boeing 747 400 bcf now this really really is a lot of space and if i turn around you can see me from the other side you get a better feeling for the length of this aircraft so we are here aboard tango fox alpha mike popper that's an airframe belonging to the aoc of air atlanta icelandic and it is operated in the colors of magma aviation now magma aviation operates five of those giant 747 400 freighters all of them operated by air atlanta icelandic and today we are here to witness a beautiful cargo flight on behalf of db schenker the major german freight forwarding company it's actually not only major german but one of the globally leading fright forwarding companies and this aircraft has been chartered by the broker specialist chapman freeborn and this is why the fuselage of this aircraft shows the markings of air atlanta icelandic the operator and aoc holder magma aviation the virtual cargo airline and of chapman freeborn now today we are going to fly with captain giovanni and his crew all the way from frankfurt germany down to dubai where we're going to land at al maktoum international airport the new second airport of the city which is still in its development until the further and final stage of its giant size which is estimated for the mid 20s now in a moment we will see the cargo being unloaded here you've already seen a few scenes of the incoming flight and the offloading of the cargo this was from inbound flight from rockford airport close to chicago some seven hours over the pond and right now we got a little bit of time close to the airport here are the offices of db schenker and chapman freeborn and what i would like to try in the remaining time that we still do have is to go over there and to see a couple of senior executives and maybe to have an initial short introduction of them to get some additional information about the flight as such about their operation and what's behind all this global operations which is growing very very strong now we have november 2020 here it's amidst the second covet 19 wave rolling over europe and air traffic on the passenger side is pretty flat while cargo business is booming like crazy so let's get more information on that and look forward to a stunning flight today on this beautiful 747 400 bcf here i am at the headquarters of chapman freeborn which is in the mine airport center right next to the airport it's so freaking cold these days in frankfurt already that i took the chance and changed a little bit in my car put on a sweater just to cope with the temperatures here come on join me here we are inside the world headquarters of chapman freeborn and i'm very very glad to have the chance to meet these two gentlemen here rusi and stefan guys please be so kind and since the aircraft is waiting on the airprint for us right now um give us a little information about who is magma what is magma doing what is the role of chapman freeborn and what about the customer side what is all this cargo on board russia if i may ask you first you're involved in both companies chapman and magma in some ways that right yeah magma magma aviation is a daughter company of the chapman freeborn group so it belongs to our group um we've been we've been majority owners of the company since 2016. and magmar is basically a management company that leases airplanes exclusively leases airplanes and then manages the airplanes and sells the capacity to customers around the world so in this case since it's it's can we call it like a virtual cargo airline does that make any no it isn't it is an airline but it it doesn't have its own aoc so we we utilize the aoc of air atlanta but as you can see the aircraft is painted in our in our company colors and um our atlanta has a fantastic aoc in in iceland fantastic crews uh are really great people to deal with and it makes very makes it very easy for us to sell the capacity with uh with such a strong partner like air atlanta okay so and the role of chapman freeborn and this because we could see the the chapman freeborn is also the logos painted to the fuselage what is chapman freeborn doing then well chapman chapman freeborn is the mother company of of of of magma as well and chapman freeborn has been in business for nearly 50 years and we have a lot of relationships and a lot of network around the world so our role is really to to bring the the aircraft to the end client magma operates the airplanes and does a fantastic job sorry i they they manage the airplanes and do a fantastic job but the final mile in terms of selling to the to the customers is is normally left up to chapman freeborn to do speaking about customers um i think we have one in between us is that possible stefan is that is that your role yes this is exactly our role um we at db schenker we are especially in 2020 when when the covet pandemic has hit the entire air freight industry we have been on the lookout for for strategic partners to work on on certain routes dedicated aircraft for our customers requirements and of course we have been also speaking to rusi and to also to magma and at the end have come up with a product here that is right now very well established in the market and fly on a weekly basis from frankfurt via dubai into mumbai and then back to frankfurt and yeah it's it's um our requirements and what magma respectively chapman freemont could offer have matched and so therefore as db schenger we have come amongst others um to a contract situation where we are where we are flying on a weekly basis all right so let me sum it up you're the customer filling the aircraft with your cargo i've already seen a moment ago the the pellets um also the ones coming coming inbound the the ones going outbound you could see them already there so they they wear the logo of db shanker correct that's your cargo and your customers cargo correct the cargo is built here at the airport in cargo city south in our european freight gateway where we predominantly build all of our ulds ourselves with own warehouse staff and we along with the office staff communicate everything back to the airline and then finally make this aircraft full which we succeeded today as well so on today's flight we have a total payload of 100 and 101.5 tons of cargo which is coming from the entire shanker network in germany and europe and is being built and delivered to the aircraft all right okay wow that's a lot of stuff it's a lot of cargo here you know i think the the the the the the key to success here is is is flexibility and and being able to operate um you know from for me magma is an lccc so we're all familiar with an lcc low-cost carrier magma is a low-cost cargo carrier okay we don't sell kilos we basically sell the whole airplane to people like uh stefan who then sells it within his network and the idea is to come up with with very flexible solutions you know with a strong partner like uh like schenker they are able then to put suddenly put freight into dubai out of dubai into india and then of course the full flight with uh with with um uh medicines and pharmaceuticals uh out of india back into europe and and continue on to the us all right okay well that's very very interesting guys i i really wish that i could ask you a lot more questions here but i guess i mean it's your aircraft um i guess i need to rush back to the apron rather quickly now and then there's some more work to do i need to finish placing the cameras and then i also want to film the the outbound cargo being delivered to the aircraft and then hopefully we have a super exciting flight to dubai where i can finally get rid again of my sweater and prepare for some better weather than we have here in frankfurt right now and please don't forget to give your thumbs up and leave a couple of nice comments for these gentlemen thank you so much for this um looking forward to see your operation here well wish you a good flight to dubai yes yes happy landing and enjoy the sun and enjoy the sun thank you very much i will try to thanks a lot guys let's head off to the airport [Music] [Music] so [Music] [Music] now [Music] [Music] [Music] you can take oh [Music] so so oh okay [Music] my name is giovanni i'm the captain of this flight to dubai i would like to welcome you on board today we are going uh to fly from frankfort to dubai is a cargo flight operating for magma and we are here at hunter crew with me and today there is a first officer andres and senior reform leslie i'll be the pilot flying today so later on andres will take you around for a walk around the aircraft and then i'll meet you in the fly deck my name is anders i'm the first officer of this flight and tonight we are planned to operate from frankfurt mine to uh uh dubai in uh the uh united arab emirates and we're carrying cargo and um it's gonna be about five and a half six hour flight hello everyone my name is leslie i am a first officer in atlanta i've been in atlanta for three and a half years and tonight i'm positioning with giovanni and anders to dubai and i'm not operating the flight tonight so i'll be taking care of uh the catering maybe coffee he makes very good coffee he's italian you know all right so that's it let's do it see you on board all right now we start with the initial uh cockpit preparation which is uh rydendu silently do uh from the checklist basically so we'll check basically the batteries which the standby power is all up here the hydraulic pump selectors alternate flap landing your lever you check the circuit breakers oh this is the emergency exit for us basically okay so so generally we always start here we have always had a technician usually you know we're doing a another type of check and then we are doing a final uh check and to get a good overview of uh of the status of the aircraft and uh i'm generally just checking the the nose gear strut here and the tires and the wheels of course valve cap is in there condition of the tires general condition you know and then we have a light up here in the nose wheel well and we also check all the connecting rods and cables and hoses and i also checked these doors and the same thing on this side of course so yes also check um as an access hatch here for uh maintenance of course make sure that all the latches is closed and then we continue on here now to the nose we have to check the documents that involves the upspecs the eyewitness certificate insurance certificate and so on expiration dates so now i'm initializing basically the flight management system and then uh i will initialize the hackers request the route through a data link to the aircraft automatically from the dispatch there is something unusual going on and we have some maintenance work going on this is normal so i'm waiting for the tech log and the mechanic to have an update about it i will of course i check the the pedo tubes and the angle of attack indicator and uh other outlets here and static ports for any obstructions of course we check you know if we have uh sometimes bird strikes if there are any dents or uh any signs of cracks they need to be investigated yeah yeah so far this looks uh pretty clean and i'm gonna walk back here now and do a general fuselage check and then go out on the wing and here we can see there are some ice steel from a previous flight with a very cold uh view but we expect this to uh to melt to throw away before the our departure i asked the mechanic yeah he's in the office and i asked continue he don't bother me anymore he continued on his job he's too busy with the engine okay they will they will figure it out it's always leslie mention and here there's obviously some maintenance going on so i don't see any technicians at the moment but we'll see what's what's going on here what they're doing yeah so i'm basically just leaving this uh engine uh alone at the moment and we're continuing on to the next and then we'll come back and speak to the technicians and uh before and all flights you need to check uh you see this red tape up here it's for alignment of the engine and so forth and uh that is a good indication if there are any uh discrepancies so evidently they are doing some maintenance on this engine as well so we'll just continue with the walk around and again come back to uh find out more okay otherwise we always want to check the the intake fan blades here for any damage you know we always check for any leaks or of oil or hydraulic fluid and if there is any excessive such we we have to report it yeah the the wing tips here we always check that we have two uh nav lights and um also all these uh static dissipators that they are all in place and if they are missing we need to report that for possible replacement it's the same here for these covers for clap hinges that they appear to be intact in position and not leaking anything else again any suspicious not normal we report it okay and then we're coming here to the uh main landing gear this is the wing gear and it's essentially the same we have to check um that we have these brake wear pins that they are in place and uh showing us some trend on the on the brake wear so again it's the same on the body gear you have to do a complete walk around here so they uh will well uh it's a general um observation uh there is a lot of uh sweating here from corrosion uh protection and so it might not be a leak just because it looks wet okay okay we have to look uh sometimes these seals here of the flaps against the uh against the body that they are intact these are the outflow valves and just again check for uh general condition and again same here looking at the tail section general condition and that we have the static dissipators and now it's very noisy because of the apu running okay thank you consolidation consolidation i checked that the taillights are the double two lights are illuminated [Music] yeah and again general condition here we have some static port here as well and i'm going now to the left side of the gear so yeah so the wheel nuts are it can be very important you know for a balancing and so on so it's a good thing to take a good look at them so this is uh how it should look like [Music] yeah let me see and again i always look all air intakes other intention or for obstructions and here we have the final check of some static ports and the pressurization doors this pretty much concludes the free flight [Music] okay [Music] i did the performance for climb and it's required the climb gradient on this departure as you said uh wisely pointed out 9.3 and we're going to make 8.6 so we will tell them we're unable uh 2500 so we we request the portion yeah can i call them already now or uh yeah you can you can ask them now yeah yeah frankfurt delivery atlanta 375 hello good evening good evening yes uh we are looking here uh requesting cindy one lima departure okay no problem one lima 118. okay there's simply one lima and we want it down to 37 very good so runway one eight cindy only my departure okay execute let's check it i'm going to read i'm takes perfect cindy okay all right so quick briefing yes sir they are calling us atlanta 375. in this case um cindy one foxtrot two five left uh three seven five collected all right so let's change it in the box and we have to calculate new performance yes cindy one foxtrot runway two five left cindy one for two five left execute let's go oh pt and what was the latest weather now did you get the new one [Music] i didn't get the new one let's see what they tell us so full two five left condition dry let's see it is two four zero three and four four one zero three six four degrees one zero three six emile is in the box and again and uh compare calculations what was the uh 243 yeah yeah the 43 okay okay and you want to do the uh complete global calculation connecting you accept perfect very good okay so that is done you ship it out again or i'll send anyone sid cinema fox earn overlay 71 fox initial climb is now five thousands so so quick briefing as i said stand is 504 yeah okay so i was saying for the briefing aircraft status we know about there is one mel item and um for the rest there's no other any elephanting performances [Music] we are parked at the stand 504 in frankfurt so we expect a pushback facing north and then with taxiway sierra 21 i guess down to romeo romeo 3 and uh line up full length for runway two five left yes expected departure it's gonna be the cindy one foxtrot departure uh chart is 10-3 november 7 effective from the 5th of november and um it's a transition altitude is 5000 we have to contact login reader when advised by the tower and this is in a noise abatement procedure and we have an initial climb clearance of 5000 feet yes required climb gradient 5.2 we should be able to we have now about 8.6 we have after takeoff 800 feet we turn delta foxrt yes one three four uh pardon me delta fox one three five uh delta fox one four two yes delta fox or one 143 yes and the delta fox or two one zero that is uh actually um a speed limit uh sorry delta for one three seven we have a 210 speed limit which is not there so what i'll do i'll set the speed limit is 210 so it's delta 4137 i will put a sensible altitude in there so is 2000 or above we're gonna be definitely above that and then delta fox 159 2500 or above i'm fix cindy emma says based on foxtrot foxtrot mike vor on the our sector is 3500 uh so no other major obstacles weather-wise weather looks okay now it's not even raining it's going to be anywhere right around my side rain on your side for takeoff operational it's going to be as performance calculated as flaps 10 directed takeoff 2 that's it engineer procedures there's no any uh engine or procedure so it's just standard no emergency turn continuous straight acceleration it's 1 600 and um week 395000 is above msa that's for the normal briefing for the emergency briefing um on the takeoff before 80 knots or so for any major malfunction and animal function after 80 knots we stop only for any fire energy failure predicting wind shear takeoff configuration any indication the aircraft is safe to fly if i call stop i will disengage the auto throttle retartra sliver extends speed brakes open reverse apply symmetric reverse with your help calling me for the center line and you will call me ad60 once we are come to a stop i will set the parking brake on and go on the pa cabin cruise time bike i've been cruising by then we come back together we assess the situation if we reckon uh that an that memory items are required are called for them you will perform them without my confirmation on the ground yeah otherwise we go through the qh after that we come back together we reassess if we reckon that evocation is required or call for the checklist we just do it read and do from behind the qrih otherwise we make sure that tires are okay we are quite heavy so but the temperature is cold anyway if we reject close to v1 we may have white hot bricks we evacate the runway we'll actually uh call um adc inform them and if we see the the brakes temperature going up we'll call immediately for a fire brigade to approach the aircraft we perform basically what the sop says i will not use in that case i will not use parking brake and we see on the taxiway um others if you have any more function after we won we continue takeoff if it's an engine related malfunction we uh basically yeah continue an action below for under except to get up silence the warning i think sell at 115 we proceed straight ahead acceleration 1 600 trim the aircraft and get you the pilot and then we take it from there if we decide to land we have two options overweight landing or field uh field dumping we'll if you're not in rush we ask it to see where we can go we perform a fuel jettison and we come back to london otherwise runways long enough actually did the performance for landing in overweight with one engine out in frankfurt runway two five left it's okay we will stay on the runway just in case any other function which is not affecting performance and navigation i would fly out stay on the sid and take it from there solve the problem if you can take it with us we do it if you need to divert to come back we do it that's it pretty much uh what last thing i will engage with the quality shortly after takeoff since this is an earn-off departure and noise sensitive you know the other one will be quite precise more than me so i'll do that that's all if you have anything you want to add um no and that was chick there yeah and uh what was i thinking about uh the msa maybe you mentioned it yeah it's 3500 in our sector okay and uh yeah five thousand we're going to be above that yeah we're gonna go there here with the engine failure to five thousand until we go uh yeah so if you have nothing to uh add we can read the before star checklist down to the line please so it's pins and covers remote upper deck doors it's automatic oxygen set flight instruments checked altimeters actually last one qnh is one zero three six yes so one zero three six cross check yes and fuel quantity so we report 775 we have 775 fuel balance checked park brake set fuel control switches setup auto brakes rto passenger signs briefing it's completed before star check is down to the line thank you sir so let's insert some weights in the box so zero fuel weight yes please go ahead putting two six nine decimal three two six nine decimal three two six nine decimal three so let's go andre that's uh continue this place two six uh nine point three correct seven seven five we have [Music] so we have this they did take off two uh d-rate takeoff to confirm with an assumed temperature of three seven three seven we expect ninety-five two we have ninety-five seven which is above and we like it here it actually is yeah ninety-five two yeah okay it's above that yeah flaps it's a flap ten takeoff three thousand three thousand yes actually accelerating acceleration twelve eighty 1280 and turn on the check speeds yes sir it's reading v1146 146 vr167 v two 167 seven six one seven six cg please cd reading twenty seven two seven we expect uh three more five we have five point three that's fine okay so i'll be enough atc and this is done all right gentlemen i think we're good to go we can close the door anytime so please close the door all right now we are good to go we are the aircraft is ready and it's cleared uh it's 41 i think i'll i'll continue this now i'm informing the company good to go fly the ground yes sir so walk around is completed all those hatches close parking area clear tower connected peninsula perfect thank you stand by please can we remove the ground power yes you uh stand by go ahead you can remove the ground okay uh before stop procedure please four star procedure okay frankfurt uh alpha bravo doctor 375. yes he had a 504 foreign okay one two one eight five five uh atlanta three seven five okay apron atlanta three seven five card 375 hello hello sierra 504 ready for a push and stop good evening push back approved uh atlanta 375. grandfather yes sir parking brake release and you can commence bush thank you mobile devices of cdu preflight complete and check demand pump four aux d1 pump one two and three auto packs twenty are off trim five point three zero zero beacon both is complete below the line thank you okay so now we are clear for pushback and uh it's gonna be auto start yeah yes just waiting for the clearance from the ground nice i was waiting for the push back and then i forgot thank you man yes ground please advise when we can start engines i will flyback engines here all right starting four three two and one in sequence auto start please start engine four starting for please start engine 3 starting 3. cancel message please [Music] [Music] set your break ground fly deck park brick set again please park break is set thank you [Music] please start ng one starting one after sub procedure please yeah we're a good start you can disconnect the signal on the left thank you for your up have a good evening all right you have a safe flight see you next time all right my interphone is on let's see okay i see him working after such checklist please yes signal received very good after start apu off anti-ice auto recall checked ground equipment removed clear left clear right transponder on alton i've just objected thank you sir fly control check please follow me on the other place you can represent simply frankfurt tower atlanta 375 the cargo all in short all right clear left clear right so romeo is the taxiway straight ahead we're gonna turn right on romya checks okay we finally made it full-length 3 short of two five left atlanta 375 all right that's copy clear left right and right turning right all the way to romeo 3. flaps yes please flop stand flaps 10. yeah you can feel the aircraft is quite heavy all rights so we're taxing to romeo 3 aircraft there is no changes for the departure and before takeoff checklist please down to the line take off flaps 10 10 10 cross check flight controls check take off briefing reviews cabin secured okay okay before jacob check this complete down to the line thank you sir so next coming up is what romeo seven if i'm not wrong yeah yeah the checks yeah oh look a rabbit's crossing see that yeah yeah yeah is it off yeah it's cleared yeah another rabbit crossing today yeah it's of course in front of you yeah is it stopping hello buddy yeah oh frankfurt tower atlanta 375 approaching rumi3 will be fully ready turning left onto three yep so six and hold the plantation checklist are you ready for a quick departure as soon as the runway gets clear inbounds now at five miles copy cover that uh checklist below the line please can you take your seats now packs on transponder theory uh before checkout check is complete below the line thank you sir please set hey check another yeah i couldn't hear you there you have a speed limit on the dsid affirmative it's max 250 below 10. and we have 210 up to atlanta 375 requesting free speed so basically we are now of course yes drum ticks checks so we can disregard the 210 speed constraint we are here to level 110 check thank you flaps five please speed check flat fight flops one speed speech and flops up speed jack flaps up standard set checklist yes please planning is up and off flap so i'll have to take the checklist thank you radar planter 375 six three four level one seven hello good evening level 240 is set number on top please confirm that's confirmed executes i put straight level 330 since it was very short uh very short time at 290 plus we have four tons lighter so if they give us 33 it's fine yeah don't call him ten thousand looks good temperature it's fine and again there were no temperature requirements no there was no temperature for the counter today yeah so we just lost the 10 000 feet and we did some routine check for the sop um what's happening they saw us switching some buttons you know and normally we switch off with the likes of the aircraft the outside lights and we check pressurization because we are climbing up to a level of three thirty three thousand fish come from perfect connected ugh for number two four zero question number three three zero one zero and final level three three zero plant two three seven all right level three material set is on top check yep now that the two gentlemen up front are busy continuing the flight i just thought it would be nice to have a short chat with leslie here because obviously you know let's use the short flight time to get as much information about flying and this particular aircraft as we can how often do you get to fly i mean i think cargo operations in times it's pretty busy at the moment so i've been flying uh i've been flying uh almost normal i would say yeah around uh i think around 200 days this year so wow okay when you're proceeding here i mean obviously the the passenger cabin on the upper deck here is like super super spacious this is much bigger than the freighter though the pure freighter is much smaller yeah the original original build freighter yeah this one is converted it was a passenger aircraft before for sure an experienced aircraft how long and how long are you flying the 747 yourself uh about three and a half years okay and what which types did you fly before uh this was my first airline so i i just joined as a second officer yeah and then straight into the straight into the queen yeah how was that starting your flying career with the 747 i was amazing it was great i think it was a dream to come true oh yeah super nice so you're a second officer i joined the second officer yeah okay but now your first of all can you explain a little bit maybe what is the uh the difference in second officers first officers the second office is also called sometimes a cruise pilot or okay basically it's used in augmented flies on a long flight where you need more than the two crew members so you're basically relieving the two pilots during the cruise and so take about a year a year and a half and after that you can do the upgrade to first officer and get to do the old phases of flight so takeoff landings and all the rest okay so before starting duties here on the 747 which was the largest aircraft you've ever been flying then uh probably a piper seneca i love that yeah that's good i mean i think it's it's understood to be a very friendly aircraft as well the 747 yeah um i before this actually i did you training on an airbus oh yeah yeah the 320 and i found that much more difficult to end this one this one is like uh i find it like a cessna v4 engines really it's very the the systems are actually quite intuitive and simple and if there is actually is is a very it's a very old aircraft in certain respects it's a conventional aeroplane it's not fly-by-wire it's uh it's uh it's lost a larger version of what i was flying before of course it comes with challenges but the systems and all that is actually i found it more intuitive and more okay more friendly yeah so i was a flight instructor and i was doing charter flights yeah okay so and there was a on a pipe for seneca you say or i was flying uh i was flying the duchess i was flying yes oh nice and in which country was that in the uk i like to travel so yeah i guess to get a little bit of that is a dream come true is the freedom it's very flexible right now so i can you know i can decide when to work i guess i want to be home if i want to be home i don't really want to be home much lately so i just fly work a lot it's just the whole experience environment is great you meet some great people in the industry most of my colleagues are very nice to be with and we always have a good laugh whenever we fly and there is never a day which is the same i never had a day in which i was bored or anything like that that's it's i love it i want to switch it for anything to be honest do you have do you have a favorite destination are you like hong kong oh yeah yeah well not right now but uh it used to be very nice your colleagues told me that right now and right now this is horrible but uh you may not leave the hotel room right yeah it's quite crazy but in normal times yeah are you like it's nice hong kong singapore this kind of stuff okay but now earlier passenger flights of course indonesia and all that okay now that i've asked you what is the the most pleasant part of your job what is the the the biggest trade-off i can't think of any there's no there's none um i think it depends on the person you are to me i i can't see many trade-offs really of course if you're a family man if you're very family oriented i would say that yeah of course you don't spend much time home you work on this social hour so if you want to have some sort of you know normal social life is probably not the easiest thing to do but for me it's great i'm a bit weird i guess but uh i really like obviously now passengers are flying there's not that much in common times but you had the experience before i was mainly doing passengers before yeah it's a very rare situation that you actually have pilots that have both full cargo flying yeah it's not there's not many uh yeah there is not many operators who do that no so do you have a preference yeah which is what passenger flights it's passenger flights really that comes as a surprise to me i know i do i do prefer the passenger operations um there's a series of reasons for that um i would say the social aspect of it layovers are much more fun uh with the coming crew and it's just it's just better in my opinion i just my idea is more of a is more what i wanted to do you know it's just in my head is what i had in mind so if i had to choose i would definitely go passenger when and why did you decide to become a pilot may i ask how old are you i'm 36 36 so um when when did you decide that you liked the idea of becoming a pilot the idea i always liked it i was always i was always into interested in aviation since i was a kid okay as i can remember my father was interested in it so i guess he transmitted his passion to me so i always had this idea in the back of my head okay and then once i finished high school i just decided that's what i wanted to do and started to read a bit about it and and started my journey and to get my license and all that and were there any any obstacles or setbacks in this um oh man yeah oh yeah yeah well of course the the financial obstacle is the biggest one in a way it's very expensive and um so in my case i didn't have the money already so you know you need to start planning a bit and doing it bit by bit um but i really wanted it so the motivation was very high so i never it was never a chore to me it was always something i was looking forward to so in respect was not too hard but yeah it took two years and of course in those years you you sacrifice a bit of your social life you know and angeles well it was worth it in my opinion so i i couldn't be happier right now you know when i made it it's very good i can't uh definitely yeah i can't think of any i personally i can't think of anything else i would do right now the 74 was definitely my on top of the list um yeah on whose list wouldn't it be on top yeah i mean we've we've done a big series of cockpit films um recently on saudia and uh including the saudia cargo 747-8 and i believe that some of your aircraft are still flying 747 400s for saudia cargo yes yes we are flying for saudia cargo we're still doing that that would be a nice continuation of the series i guess now we have aerodynamics are here we have saudi arabia i think we need to talk for future films huh yes salaam alaikum to our colleagues in saudi yeah absolutely yeah hi ibrahim and the entire company absolutely yes i had a very good time in jeddah so we have basically a overhead panel which gives us control on some of the aircraft systems it's actually reflected here so you have basically the electrical system the hydraulic system the fuel system and the pressurization and bleeding system we basically can switch on and off a certain basically features uh basically if we are directed to do so from a checklist also in a normal operation we may have to uh basically manipulate these switches um that's pretty much uh however those systems uh can be also viewed on this display which is uh displaying us pushing these buttons selecting synoptic so-called synoptic page about the earth of systems so the electrical the fuel which gives us the the fuel distribution the pumps the tanks and so on pressurization during the flight we uh regularly check these pages however if anything happens which is uh abnormal some malfunction or so we we will have it on this display which is called a cast which basically is engine indication and crew alerting system and so it will show up here the information about which system is not working properly and the pilot flying directs the pilot monitoring uh to read and do the normal checklist which we have on this book so this book here is reference symbol and there is all the the non-normal and emergency procedures are here plus as some performance information about the aircraft um coming down you have here uh the interface between as an autopilot so with this glacier here we basically give inputs information to the autopilot we can give a speed direction with heading vertical speed altitude and so on you can see here these three lights these are the three auto pilots we have because the seven four seven four hundred three auto pilots left center right this they were we basically use uh one of the pilots at the time except in case of a low visibility approach for an automated landing basically the aircraft is going to use for redundance reasons all three autopilots so in case of a failure of one you have backup other two autopilots basically but of course to to do an automated landing we need to meet certain requirements we need to be trained the aircraft must be capable and also the airport must have certain radio assistance calibrated to help the aircraft basically perform an auto landing and they they perform they operate pretty much independently during an approach and this is taken care of by system logic as you engage the service that's 91 191 atlanta 375. one two nine decimal one is active is it is it bang that or the kid yeah things like that correct like that uh baghdad control uh atlanta three seven five approaching a rat for level three five zero so as you see guys we just changed our traffic controller uh we were uh we are entering uh iraqis airspace so this uh the air traffic control uh gave us a new squawk code uh which we set in this box here so now he can see us in his radar and he has informations about our speed and our altitude then coming down we have some uh displays here which give the pilots informations you can see these displays on my side they're exactly the same on the f4 side and then we have the displays i mentioned before for the uh basically systems information here we are flight informations for the pilots the primary flight display multi-function display with a standby attitude indicator and uh and uh it's the bias feed indicator and another altimeter here so basically uh the on this uh on the primary flight display we have informations to uh basically to fly the aircraft uh we in the old days this information was spread over different instruments and the modern jet airlines they're all together on this instrument so that the informations we have are airspeed altitude heading and track and the attitude of the aircraft and basically we use those uh especially during manual flying we have this reference and up here we have the fma which gives basically we can read here what the aircraft is doing which type of let's say auto throttle mode there is which type of navigation lateral which means the aircraft can be flying a route or can we fly an heading so in this case we're flying a route and then we have a path indication for the descent or climb or a level on this side we have a multi-function display it's called multi-function because we can actually change the information display at the moment is in a map mode it's showing us our route this magenta line here is our route it's basically uh the flight plan uh it's got it it's inserted in into this uh little box here i'll talk to you about this box in a few minutes and it displays here the root so at the moment basically the autopilot is following what is in this box so we're flying the route that's it easy we can display other informations we can display a vor now we have no signals it can display uh other pictorial view the reference to the north and the approach basically if you want to fly just conventional navigation normally we keep it in map mode it's also because the map mode gives us a display of very important information which is the rather metal display which is this box here we control the reader the that gives us the meteorological information so for this example if we have some weather ahead can be displayed series patches here green patches we display some water and if the color changes to yellow or red it means basically we are approaching a thunderstorm cell basically sending out a wave that is reflected by water comes back to the aircraft and the the software basically computes this information and shows up what's going on obviously we don't want to fly into any thunderstorm because it's dangerous and uh we can avoid it uh according we all always request the clearance for that to the adc this displays here also shows us terrain information pushing this bottom yeah and then of course if uh uh in this case on this particular aircraft these are old uh like television screens yeah and other uh airplanes have a newer normal more tft lcd screens lcd computer screens and well both these uh different types of screens they can fail and then you can switch the information uh exactly and uh so you still have yeah you still have the information you need exactly yeah and that's done from these switches here and uh yeah then of course uh i don't know if you mentioned here are these stand by yes these are december instruments if you lose everything we have the most important information to fly an aircraft attitude speed and altitude here and we can manually fly in the aircraft looking at these three instruments uh but it's quite challenging but we're trying to do that this information say here there in this box which is the fly management basically the flaming management system uh you see these two boxes uh we can uh program it uh the beginning of the flight with the flight plan the all the route is inserted in into this box and besides the route we also insert performance information the weight of the aircraft uh altitude the level we want to go and [Music] any change we make in this is about the road it's displayed here and maybe you have noticed that when we make a change the uh the flying pilot makes a change and always before i confirm the change as a monitoring pilot to double check this is this is most of the the job is always checking each other we are flying an aircraft is is a teamwork absolutely so it's not only for checking just a specific item it's just to keep the other one in the loop then we come up to this area where you have the engine the throttle to control the engine this is uh so-called auto throttle basically uh it can be used in manual mode or automated mode at the moment is an automated mode controlled let's say from the autopilot and you can see one two three and four each one to control each engine and in front we have four other levels that control the reverse thrust when we land you will see that i will pull up these levers in dubai we have a very long runway so we don't need to apply reverse thrust we just open up the reverses that means that the airflow of the engines will be direct towards the front to slow down the aircraft upon landing and another thing you will see this lever will move back this is speed brake and spoilers so basically uh pulling this lever will move some surface on the you can see that you would see that here but this page and this will in flight is used to uh slow down the aircraft or to increase our rate of descent once we land this is armed in an automated mode it will come backwards lift all the surface on the wings to break the lift on the wings to push the aircraft on the ground and help us to slow down here you have the flop lever i'm sure you guys are passionate about aviation you heard this world flops many times so basically moving this lever we move the flap surface of the aircraft we have a few settings for takeoff normally we use 10 or 20 according to performance and same for landing we can use 25 or 30. funny enough this little hook here uh it's it's there for a reason if you see this uh it's basically when you make a go around the standard operational procedure is to go from flaps 30 or 25 to 20. so the pilot monitoring does that and moving the lever up will hit this detent and avoid any mistake of selecting a wrong flop setting basically so it helps us you know to uh don't make the mistake and coming down you have the fuel control switches which basically control uh the fuel to the engine and maybe if you pay the attention when i start the engine i'll this this this uh aircraft has an automated system that which control the engine uh function and so when i open up so i put this switch to run it starts a process into this ec engine electronic engine control which starts automatic the automated starting procedure so the fuel goes into the engine and download the igniters and everything and also protect the engine if there is a malfunction starter automatically will control and shut down the engine here we have a trim control the uh the trim uh from these two little switches here we have also them on the yoke we normally use this one on you and then we have two switches called subtrim cut out that if we have animal function in this trim system uh switching of this stop trim switches will basically de-energize the system and uh avoid any uh movement that is unwanted but will keep the trims stopped in a certain position and we'll have to trim it manually and then yeah we need to uh work hard yes that's why you need to go to the gym guys if you fly a seven four seven so coming down here uh we have uh the audio panel we set the frequencies you've seen us playing here changing frequency this is the active this is the standby the the vhs for the hdmi frequency for uh yeah talking to the apc that's correct and here we have a backup radio where normally is is set on a one to one decimal five which is the emergency frequency this little box here which is it's is called ackers we use it to communicate with the background we can communicate with our company through messages we can make sat phone call and we can get clearances through this instead of requesting by a voice we can request in some art space like the north atlantic we request the ocean clearance through this box and then we print it out we have also printers you see coming down on this side we have the control for the seat belts in the back because here we are a cargo but still have some passenger seats i'm sure you have seen that and the no smoking signal this switch here is auto braking system we basically can set the strength of the brakes according to the need so before we make landing we calculate performances and we set up the auto brake system also the aircraft send information uh to other aircraft so we're able to see other aircrafts around us this is to avoid pollution in the past they have been collision in flights between aircrafts but on the modern all the modern even the little cessna they demand this so-called thickest so basically the information is sent from an aircraft to another and if there is the danger of a collision the system will tell us what to do let's say we're about to have a collision with another aircraft the system will tell us for instance to climb and the other craft other anchor to descent so for a standard operational procedure we always follow the order from the tica system even if we have to disregard the atc control that comes first and yeah that saved a lot of lives you know it's very important absolutely yeah then we have the yolk here to control the manual flying the aircraft with the trim you can uh disengage the autopilot and in the front here there is a little switch to put the inter phone on and uh also the talk to the uh adc while your manual flying if you need to but normally the pilot flying is flying and the pilot monitoring is talking to the adc down there you have uh the control two pedals which control the rudder and pushing with the tip of the feet you can control the brakes on the ground the steeler here on my left it what makes the aircraft steer on the ground so when i taxi the aircraft on the ground it's it's quite challenging it's a big aircraft and you have to take into keep in mind the dimensions you know down here on my left and on on the right down there for uh the f4 there is oxygen mask which in case of depressurization you know in the back the passengers they get the the mask doping for us we have to wear the mask and uh switch on the microphone to to talk to each other and uh to the adc uh we can we use that in case of depressurization or in case of fire and smoke then we have this ipod which uh is here on uh on uh atlanta is going basically uh for the paperless so called the fly deck so in this ipad we have what in the past the pilots used to have in a paper we have it here and we have all the charts the jepson charts the root charts we have a software that helps us to calculate the performances for takeoff and landing and we have all the manuals so we can go through all the manuals the minimum equipment list and the operation manual flightcomp everything so it's quite handy to have everything here instead in the past you have to go through these big huge volumes and look for information i have the search function which helps a lot yeah and we have the flight log the the we used to have the paper one and now the pilot monitoring is in charge to uh to fill the flight log and the control do the the fuel checks and so on using the ipod it's it's very nice [Music] [Music] [Music] hello again so here we are up the front the pointy end of course the cockpit here um right here crewrest bank if you follow me is the um is the compartment where we can't take a rest it's got two bunks as you can see probably um basically two simple bunks uh there is a reading light there is a an independent environmental system so we can select the temperature and be as comfortable as we can sometimes we get a mirror as well not in these aircraft coat hangers it is what you would expect in a small japanese style bedroom if you follow me towards the back we've got lavatory of course and as we walk towards the back of the cabin there is some storage facilities oh here there is a panel uh from here we can control up the temperature of the cabin we can turn the lights on and off we can check the water quantity and uh that's about it uh this is a converted from a passenger aircraft so we still have some of the features of the passenger aircraft so we still have the overhead bins uh where we store whatever items we need all sorts of stuff from toilet paper to trays and anything else there is storage on the side there is all sorts of stuff in here of course in kobe times plenty of alcohol this is effect and all that oh here here's the door to go towards the main deck and yeah it's the main access law turn this back off that's it we walk towards the back uh what we got here we got seats of course um here is our loadmaster sitting there sometimes we go mechanics extra members of the crew people that adding like myself today ah so this is another difference so this is a converted freighter so we have the original emergency doors from the from the passenger aircraft one on each side yeah this is exactly the same as you would have in the passenger version in the freighter version in the pure freighter we don't have these doors we only have one on the right side and it's a much smaller one is a bit of a different system these doors have the the slides like you would have in the in a passenger record is automatic so once you open it you will just deploy while in the cargo version you need to manually shoot it out basically here is the most important part of the of the aircraft is the galley that's where we prepare our miss there is the oven there is a coffee machine very important we got a hot jack so we can boil water to make soup or or tea whatever else you like there are three compartments they are refrigerated so that's where we put our meals in here all sorts catering meals drinks anything the upper deck continues a bit further however is this this is sealed off uh there is a door but we cannot access it okay as we move forward forwards again towards the end you will see panels like this in the aircraft what they are they are basically they are designed to open in case of the compression so in case of a of a sudden pressure change these doors will just open so to protect the structure of the cabin so instead of the wall falling off is that panel just opening up and the air can really move towards wherever the leak is so that's it from me i've got a few hours left to catch so i'm going to go to the bank now enjoy the rest of the flight and thanks for joining us so now we're flying iraq we pass going to be passing back that soon i used to fly to iraq when i was working in the middle east okay and there was a funny enough i did my line check on the biggest aircraft airflow which is the a380 and it was a quite short flight because i was flying from dubai down to uh here to kuwait yeah it was strange for uh it really do such a short flight it was also very challenging on the ground you know too taxi but uh on that aircraft you have some help with some cameras helping you but the the best the best thing was for me when i i was flying that aircraft i was flying the airbus the aid really very uh new concept aircraft totally different from this and i went for the assessment i went through the assessment in atlanta and i walked into the simulator and it was a 737 200 and i looked at the simulator and i said in my mind i said this is going to be very ugly i'm not going to look quite bad because you know coming from an airbus where you have all these brand new uh yeah displays in different places yeah and you have the side stick which is no trimming it's auto trim and so but uh it it was okay it was i after a little while i got it's an aircraft after all you know i was it was nice now the basic flying skills were there yeah yeah the essential uh performance yeah yeah also when i when i started the simulator training on the on the seventh floor i was quite amazed at how nice is the circle to manual flying compared to uh the 737 which i i don't i have only flown it in the scene later you know i came from uh raytheon beach 1900 aircraft you know which is also a nice uh platform in in this smaller commuter turboprop class or segment but um it took me it took me a couple of uh good years to to get uh you know to get pretty comfortable uh with with flying yet with different uh speeds and certain things happening uh quite quickly sometimes and yeah yeah and but again i i don't have much more um info since i don't have much experience on different no different types right very little to compare with i've just learned i think to to appreciate and respect this aircraft initially i went to america to the united states learning how to fly and after some tours there over uh three four years i think it was i went back to my home country of sweden in this case and after converting to the swedish licensing at the time i eventually got hired by a small commuter airline operator providing uh uh basically uh feeder uh traffic into uh the the main airport stockholm stockholm under this was the the raytheon beach 1900 and in this case the delta model which was a stand-up cabin and had 19 passengers no no fancy cabin crew we have this of course uh winter weather uh occasionally and uh a lot of snow icing and slippery runways and uh you have to do uh you know preparations and uh careful consideration there and we were flying into a couple of small airports you know with limited equipment and yes i think that was a very good uh learning period yeah a steep learning curve in the beginning there you know and then in in my case i always had my mind set on on trying to fly international and i was very curious about uh yet aircraft and so forth and after i think he was coming after five years with this smaller company that i was recommended by an inspector with the swedish civil aviation authorities to he he knew about this atlanta icelandic that perform these aircrew maintenance insurance operations contracts for other airlines around the world and yeah mainly cargo but also passengers operations and then one of their assignment providers is a company called magma and atlanta i've had business activities with them for numerous of years very interesting and that is a big part of the uh how you would say you know a big part of the motivation and keeping you interested that we sometimes we never really know where we will fly until just before the flight and we again we fly to very special places sometimes you know so basically you went from the yes from the turboprop to yeah correct and uh this turboprop is is one of the smaller ones and uh for me it was an enormous opportunity when this came along and i basically i could not say no to it and um it was uh yeah it was for me it was a huge uh step you know uh if you've been you know uh well introduced into this smaller turboprop operation and then you're coming into this yet and worldwide it's it's not only the flying itself you know it's a huge a lot of impressions flying you know my first time coming into the east southeast asia hong kong and australia sydney and so on you know it was a big honor but also a lot of impressions that you need to deal with you know favorite destinations uh at least back in the time uh hong kong was always very uh you know exotic and uh different you know and also of course the us uh new york and then you know we've been flying yeah south africa is also interesting a tour in africa for instance you you live at some airport in out of europe let's say on a on a sunday and then uh you'll be flying maybe the first stop will be maybe somewhere lagos or akra and ghana or somewhere and you go on to uh gabon you go on to congo and then you you go maybe up to nairobi and then that's a pretty tough uh flying you know a lot of sectors and at night and sometimes uh particularly uh when you have uh weather systems you know in in the tropical areas there and then everything going enough fine and you've landed in nairobi you have usually a few days off like you mentioned and and sometimes you do also a similar routing but then you only have maybe one night and you before you know it you are back in europe again there depending on on duty situation they can use you fairly quickly or you have a couple of days off yeah i used to fly football teams when i was uh when i was flying in italy we often were chartered to fly uh football teams like okay and when i was uh my previous airline i had the honor to have a board the best football player in the history of football tell me maradona wow and that was that was nice wow but uh yeah that's a big honor that's very nice it was an honor for me you know i it was played in the team i support and still ronaldo or messi all the respect but diego is something else you know yeah yeah yeah the way i am i i respect all the aircraft i have flown an iphone few you know there is this this um you can say challenge between or hybrids boeing at the end of the day they are amazing machines either eyeballs are boring they're different concepts but it's amazing to see what the human human mind has been capable to do i think it with respect that's it obviously this arc of besides the fact of technology and everything it's as this charm of of an aircraft that has made history of the ocean so um man if i when i was in a flight school they will tell me you know one day you'll be captain of seven four seven i will probably start praying you know i wish and it happened so uh yeah yeah it was me it was just a mirage a dream or a yeah you can dream about it you know and you know little coincidence today it's one year exactly one year i finished my simulator training for captain on this aircraft it was exactly one year ago wow cool yeah you know i got i got the new hat see it's mine now i mean all right patrick is not gonna get this back that's for sure sure i like it i mean i don't know if he's gonna be bitching about it but this is why now it is yours i am the captain you're the captain come on down yes sir while giovanni and anders are chatting with you on the flight deck i took a little rest here i had a lovely beef stew in-flight meal over here and also i just had a look around and took a closer look at the safety cards i know many of you guys out there are collectors of safety cards and probably what you see here is something special for you so as a matter of fact this aircraft was delivered in 1990 making it a 30 year old young queen of the skies and it was delivered to all nippon airways in japan and a few years after it directly actually went with this registration mark here to air atlanta icelandic but from there it took a longer tour across other airlines before returning into their fleet so the next stop was airforce after being operated for air france they stored it and then it was transferred from the french register into the luxembourg register serving with cargo looks airlines and then from cargo logs finally it found its way back to air atlanta icelandic and from then continues a history of different paint schemes different operations a couple of times it went to our friends in saudi arabia flying for saudia airlines cargo back to air atlanta icelandic and finally and then it got the paint scheme of this lovely magma livery here in which it operates right now exclusively for magma cargo businesses all around the world this plane is now going to dubai together with us there we have to de-plane and after us the airplane continues to monday with a certain amount of the cargo also continuing to mumbai and yeah unfortunately then i have to stay a little bit in dubai before i can make my way back yeah it's a tough job but someone has to do it right and i would really really like to thank all of them db schenker chapman freeborn magma aviation and last but really not least air atlanta icelandic for all being on the kind side here really supportive and making it possible thanks a lot for that if you guys enjoy this film leave a few comments and really appreciate the goodwill of all these people behind the scenes here thank you very much for being with the eclipse here tonight thank you very much for watching and now please there's a lot more to come in this film enjoy the rest so if you're ready i'll give you a briefing so we are aware of the arcade status nothing affecting performances i calculate the performance for a landing rate of 285 and run away the bites very long for more than four kilometers no issue with that so i decided to set auto brakes 3 either reverse full name recall nothing is there we have the status due to the gps jamming or entering iraq but that's something we can leave it so for the arrival as i said it's going to be the lobo arrival hello three yankee arrival runway one two the chat is 20-2 delta at this frequency is one to six decimal four five we can actually prepare it here our port elevation is 171 transition level be one five zero so now one uh is required remember on first contact to tell dubai uh the level passing and the archive type they really like that super old times yeah now it's only heavy based on the airports the highest is 3800 to the north east and uh on the sector we're arriving is 2800 you know major uh obstacles really around so from positional level which we have it in the box you can follow me through that so we have a low at the 230 knots 12 000 or below then we go to uh measle then track 077 to lurid 210 9000 or below zero five zero tracking tobler 7 000 or below and then the delta whiskey 400 at speed 185 which i set in the box i put an athlete for strangers to be able to set to the speed then we'll delta whiskey four one two knee three three thousand or both from knee tree we extract the ils for the dubai mactum runway 1 2 localizer frequencies 119 decimal 75 and the final approach of course is 119. we have a platform altitude of 2000 feet and the minimum for us it's 333 340s set so from knee tree 3000 to crucible then descent to 2000 mandatory altitude and we uh the front approach freaks delta we see c61 intercept the glide with the three degree is sent down to the minion and in case of go around we're gonna climb direct to rebel and all the three thousand straight ahead to level 3000 there's a climb gradient required three degrees but it's taking into account the performance with a speed of 210. if uh we continue to land we have a puppy from both sides intensity approach light system you know it's gonna be landing as i said with idle reverse auto brakes three runway one two we expect to vacate uh at victor one six because victor one one victor one three they are closed i'm not gonna slam on the brakes to arcade earlier there's no need for that we take the our uh time and whack it by a victor 60 uh to the right then i expect a clearance tax uh by a whiskey and then whiskey 10. and then we go down onto the apron for the parking we arriving in dubai with about 15 tons of fuel about five tons uh on the minimum diverting fuel that means uh we have some time in holding or we can perform if we make a go around we can even try a second approach and see why we make a go around alternate is charging there's other airports available in the area dubai international is one of those with two runways weather is good and that's it pretty much if you have anything you want to add no it's in the middle of the night of course so we keep an eye on each other work together and uh that's it so if you have nothing to add let's read the descend an approach checklist please the recall is checked for the bridge 3. learning data so would have flops 3154 minima 340 set altimeters 1017 preset and cross check and the church briefing is completed for uh runway one two in dubai east and the project was complete cameron atlanta 375 now we'll be leaving three five seven three one two level three one zero change six 000 for 10 000 and bone 744 thank you so this nice lady she told us we don't have any more speed restrictions so speed restrictions are cancelled only over the altitude stations there check and uh i have 250 on the speed together very good and uh that's it india julia tagorlf is already identified inside right yeah we can see the lights of the city through uh 10 minutes to landing atlanta 375 continue to central to 3 000 feet cleared our left approach runway one two two report established is three thousand is set check flops one please check flops five speed checks flaps so india takeoff is identified we are 22 miles and there is correct sensing we are cleared so so check thompson above check localizer live check flop stand please check so localizer one two uh headline thank you cleared out contact my tune tower 118.625 good morning here dallas tower 11865 atlanta 375. martin tower morning atlanta 375 localized one two atlanta three seven five maximum guys good morning continue approach runway one two q and h one zero one seven continue approach uh one two three one zero one seven eight three seven seven q h please one zero one seven six set crew take your seats now gear down 20. maybe show check flops 25 25. atlanta 375 the wind is a light easterly headline um which five check minimum 10. eight check 60. right on whiskey okay yeah right whiskey on three and write down whiskey clear right check so whiskey one tree she said it's that one right there and then with right on whiskey okay so whiskey is gonna be the uh this is whiskey one three right and whiskey clear right it is clear and follow whiskey i guess up so okay learning so okay right straight in here okay left stop shut up position please shut down good morning hello good morning how are you good morning captain i'm fine talk son please you can delete the brakes up thank you real easy park brake is released talks are holding thank you thank you so guys we arrived at the end of our working day it's morning in dubai and i would like to thank you for uh being with us and keep us company during this trip thank you from me and the guys here uh one last thing you like my hat what's annapolis see you guys [Music] [Music] [Music] here we are in dubai thank you so much for watching it and giovanni you thought you took my only cap eat this and to all of those viewers who have enjoyed this and our other movies i can only re-emphasize how stressful it is making these films for you sometimes people believe this would be all fun and games and i fly to nice vacation places but i can ensure you there's absolutely nothing fun to it never do i get to see anything nice when i'm doing these trips it's always just work and then immediately fly back to the next project so really please acknowledge and appreciate this massive effort and suffering that i'm doing all for you thank you very much please stay tuned for a lot more coming up here best regards from dubai [Music]

Channel: Air-Clips.com

Views: 684,567

Keywords: [AirClips, full, flight, series], [AirClips], air-clips.com, JustPlanes, FlightReport, Tripreport, Flightreview, Tripreview, Cockpit, Just, Planes, Pilot, Pilots, Pilot's, Eye, TV, view, Samchui, Sam, Chui

Id: _TN7A8_GQTM

Length: 155min 16sec (9316 seconds)

Published: Fri Jun 11 2021