Airline Pilot Breaks Down Airplane Scenes from Movies | GQ

I'd say the thing he should be doing here in severe turbulence is just to fly the plane you wouldn't start going on the radio reporting severe turbulence to your traffic control like what are they gonna do about it you can tell them in ten minutes what's going on doing it while flying that rough air totally unrealistic hello everyone my name is Victor force commercial airline pilots and this is the breakdown first up we got Pargo so the man we can see down there is the ground dispatcher or the ground crew also called a Marshall er he has normally contact with a headset to the captain and he's making sure that the engines are clear for start-up and also that we're not pushing back into a bad area towards an aircraft or something like that in this scene they are not connected by headset but we're actually using hand signals typical hand signal would be are we clear to start engine number two it could also be Chuck's removed or chucks in place release the brakes set the parking brake stuff like that so we have different sign language to communicate with our ground staff so this is a really nice scene to see the interaction between the pilots and the air traffic controllers at the tower in this case you can hear the pilots requesting taxi the air traffic controller is telling him you're number two for departure and you can see he's moving those small strips airplanes for taxi in one column aircrafts for takeoff in another and landing traffic in another so as you go along they're moving you across that table just to have everything in order but this system is kind of old-school the most common thing today at modern airports is electronic flight strips normally an airplane is parked at the stand at the terminal where you enter as a passenger from there they need to push back the airplanes and start the engines this is done with the help of a tug which is a small car that is connected to the nose wheel of the airplane it's just pushing you backwards and turn you in the direction where you want it taxi you can see the captain there advancing those thrust levers to commands taxis so he's just spooling up the engines to get that momentum and start rolling so here you can see the beautiful Boeing 747 the queen of the skies and the jumbo jet when you're taxing on the ground of an airport it's normal to taxi at a speed around 30 knots which is more or less 35 miles an hour you'll taxi at that speed all the way up to the runway and you report ready for takeoff to the tower plus perfect picture of a tug this is a tug and the tow bar connected to an airplane pushing it back just like every other airplane for the pushback face Swissair 363 you are cleared for takeoff it's a 363 cleared to take off once again you can hear that perfect symphony between air traffic control and the pilots he's telling them Swiss air one two three you're now clear for takeoff the pilots then read back we are now clear for takeoff and then they can just take a thrust and go I've never been chasing anyone down the runway but if I were to do that I wouldn't drive just behind the engine where the jet blasts comes out it's super super hot and it blows around hundred miles an hour you just wouldn't do that so that's quite unrealistic so in this movie obviously these guys chasing the airplane down the runway are police or military or something like that in real life you wouldn't just be able to enter the runway first of all you need a clearance from the tower once again to move on the maneuver area of an airport and if this would to happen the air traffic controllers would see it straight away and try to contact you and stop you or whatever this is just hilarious an airplane this size they have a rotation speed where do you start to pick up the airplane for takeoff around hundred and sixty knots that's 185 miles an hour I really doubt those old trucks and police cars can catch up with an airplane at 185 miles an hour they would be long gone and the airplane would just accelerate pasta we got wheels up wait ladies and gentlemen it is our pleasure to announce that alcoholic beverages are now very all companies they work differently and have different piece standard operating procedures but normally when you have done your initial turn after take off and you're at the safe altitude and you don't expect any turbulence you just ding the cabin car in the roof and they know that they can start the service and start walking in the aisle and a few minutes later the pilots will release all the passengers next up we have one of my favorite movies catch me if you can what are you my dad head to Miami yes yes okay this is hilarious all pilots out there know what deadhead or deadheading means it's basically a cabin crew or a pilot positioning for duty so every time you're on board an airplane as a passenger and you see a pilot or a cabin crew in full uniform but sitting down not working there most probably dead heading dead heading to the destination to operate another flight I absolutely love this scene because he has no idea what he's doing but he still does it and the dead you're a little late but the jump seat is open it's been a while since I've done this which ones the jump seat again the jump seat is another thing everybody knows what it is it's those small foldable seats we have in the cabin for cabin crew but also in the flight deck for extra pilots traveling you turning around on the red-eye jump in puddles for the next few months Ryan might keep running leapfrog to the weak and weary no shame in that I'm jumping puddles like what he probably means that he's flying short halt and it's super busy just to earn that extra buck in the end of the month he is now in the flight deck saying hi to the guys there and he's looking for that jump seat obviously has no idea where it is I wouldn't either like I've never flown this aircraft type the jump seat is placed in different places and hidden around on all airplanes okay that's a really small jump seat I wouldn't like to sit on that for many hours in the airplane I fly it's a bit bigger it's still hidden kind of you wouldn't find it if you don't know where it is but it's definitely a lot more sturdy and you have full straps four-point straps and you'll feel safe so this is obviously a few years back and they still had a flight engineer back then some airplanes even had a communicator only managing the radio but today in modern aircraft we have computers watching out for all the systems and they're just going to alert the flight crew if they find any faults or system failures on board the airplane it's probably just a matter of time before the computers take my job as well and kick me out of that flight day [Music] so this is a normal day at work you start your take-up run come to 80 knots and the pilot monitoring will always say 80 knots that's to double check that the other pilot is not incapacitated we also check that the speed indicators on both displays are showing the same then we reach another speed which is called v1 which is the decision speed if something happens before b1 we can still abort the takeoff and brake and stop but after reaching the speed of v1 whatever happens we kind of need to continue and then we'll just solve the problem in the air and probably get back to land on the same runway later on rotate is obviously when the pilots starting rotate the aircraft up to get that pitch attitude for liftoff and climbed away from the ground dear dad today was graduation I am now a co-pilot earning $1400 a month plus benefits and the best part is they tell me my family can fly for free we travel for all your family I wish I had that it's not necessarily true for all pilots around the world but we have some benefits with our job though like the whole world is our playground and we can kind of go work anywhere deadheading and jump seating is always for free enjoying your free ride back in the 60s pilots had quite a lot of status in society but today it's not really like that links between cabin crew and pilots it does happen like my girlfriend she's a pilot just like me we didn't meet like this or on a layover but we're in the same business and we're together so would you be able to dress up as a pilot put on a smile and just expect a free ride to Miami no it's not that simple anymore maybe back in the 60s they didn't have these extensive checks but all airline pilots today have a company ID saying who you are where you're from what airline you fly for you need to have a passport as well and a flying license it checks are much more extensive nowadays to let a pilot on board your plane and take him deadheading somewhere else moving on to snakes on a plane so the cabin crew is entering that flight day the pilots are obviously nodding their seats killed by snakes or whatever the airplane is just in a dive straight towards the ground this wouldn't happen in real life because at that cruising altitude you would always by law fly with an autopilot if the pilots would be incapacitated the airplane would just continue level flight as far as you have fuel for it so as long as you have fuel on board it will just keep that altitude and nothing else will happen autopilot is a fantastic tool to have on board the airplane it reduces the workload for both pilots enormous Lee and we can even relax you know take a nap during flight a lot of passengers and travellers out there they are not aware that we actually can sleep during the flight it's called controlled rest and we have really strict rules and regulations when we can do it and when we can't do it we can only sleep one at a time that's very important but even though we have the autopilot and it reduces our workload we cannot just leave our seats like in this clip one pilot always needs to be there to guard the controls and monitor or whatever happens so here you can see the airplane flying the literally inside a thunderstorm it's just lightning everywhere and that's obviously Hollywood doing it more exciting for the Watchers it wouldn't happen like this in real life we wouldn't just fly in darkness straight into the thunderstorms they don't have pilots at the moment but even before you can kind of see with the weather radar thunderstorms up to 160 miles ahead of you so you would take avoidance actions pretty early to avoid thunderstorms even if you're hit by lightning it's not the worst thing that could happen to you because the airplanes fuselage would just act as a paradise cage and the lightning will just go straight through you it could damage your hair planes a bit in worst case scenarios but you should be safe we as pilots we don't really need to see any lights because we only fly on our instruments most commercial flights out there today are following IFR rules it means instrument flight rules so we don't need any external references to fly from A to B it can actually complete darkness or fog or whatever and they can even land in zero visibility [Music] this is serious business she's reaching for the axe and yes we do have a crash axe in most airplanes today in the airplane I fly the Boeing 737 we have a crash act just like this in the flight deck it's used to access electrical fires behind panels in the passenger cabin you use that axe to hatch true and then you can use the fire extinguisher to put out the fire so this is quite realistic to enter the flight pick today from the passenger cabin you need to have emergency access code to type in that will unlock the door but the pilots can still decide to deny that access because if someone wants to interfere with the flight or hijack you even if they managed to get the code from one of the stewardesses we as pilots can still deny them to enter the flight deck access code is different for all airplanes and it also changes with the set time interval time to strap in just pull up pull up pull hard that's not really how it works I mean these are hydraulically operated servos that controlling this airplane it wouldn't be hard to pull it up you would just like gently pull it backwards like a small six-year-old could probably do it it wouldn't be this dramatic either [Music] and this airplane as you can see in the passenger cabin has spiral steps to the second floor it's actually the same airplane the Boeing 747 as we saw before in the Argo clip you have two floors two at the front and one in the back and the pilots are situated at the front the second floor the Boeing 747 is the second largest passenger airplane in the world they can carry up to four hundred and sixty-seven passengers which is quite a lot and I would wonder how that would see if they bring all those passes you're up to the first floor that would be pretty packed up next Sully one of the best aviation movies out there today it's so incredibly well done I just love the movie it's actually made by listening to the real voice recorders of that crash captain Sullenberger and the first officer that did a magnificent job let's watch it birds this is a really nasty scenario with a lot of birds but engines out there on modern aircrafts are actually designed by the manufacturer to withstand some extent of bird strikes in the testing phase of the engines they actually shoot frozen birds through the engines just to see how they react and they have to withstand these forces and be able to continue flying to go through the certification process but obviously not this many births so I'm not surprised they're not able to fly anymore in front of the both pilots we have the engine indications for the two engines most airplanes today have two engines just because of redundancy if one fails they can still fly on the other one but if two fails like in this scenario you're kind of in deeper trouble when faced with a situation like this there are a basic rule that all pilots in the world know and that we have to follow it's the aviate navigate communicate rule so the first rule you need to do before anything else is the a b8 which means keep the airplane under control that's the highest priority you have at that stage after controlling the airplane you need to continue identifying the failure you have and you work together as a crew to try to solve this problem and then you need to communicate tell a these-- air traffic control that you have a problem and they might be able to help you in some way but what you have there and then is two pilots flying an airplane and you just need to work efficiently together to try to solve the situation you're put in [Music] so we're seeing here that the captain initially is trying to restart the engine he also starts the so-called APU auxiliary power unit if both engines are failed the generator most likely are failed as well which is empowering the electrical system of the airplane but the auxiliary power unit can supply the electricity to the whole system if the engines are failing this is a phrase we use every day my aircraft on my controls as soon as you need the pilot flying to hand over the controls of the airplane this is the phrase you are using so a normal day at work we have the captain in the left seat and the first officer in the right seats at the beginning of the day we decide who is going to be pilot flying and who's going to be part of monitoring for the each sector throughout that day in this scene we can see that the first officer is situated on the right he has control of the airplane initially but then the captain decided I need to take controls I have more experience try to manage the situation in the best possible ways so he's now doing the aviate part while he's delegating tasks to his first officer and then he calls for the qrh which is a quick reference handbook the Bible on board the airplane that is made by the manufacturer with checklists for the pilot to solve any problem with a step-by-step procedure still focusing and aviation navigates not communicating yet because we haven't come to that stage and the first officer is going to start with that checklist cactus 1549 birds we've lost thrust on both engines we are turning back towards the war hymn there we came to the third step and now he has to communicate with the famous phrase Mayday Mayday Mayday you announced that you are in the serious situation and that you have an emergency on board the airplane once you're declaring a mayday on the frequency everybody around you ATC and other pilots they know these guys have a serious situation on board we need to give them room to do whatever they want and we need to move traffic away from them and try to help them as much as possible thrust levers confirm idle idle airspeed left them to relay 309 we don't have that in this scene we can see the first officer together with the captain is reading that checklist step by step to try to realize those engines and get them running again because they haven't really seen outside how damaged Indians are and you'll always try to restart them especially at the low altitude like this 1549 if we get a few you want to try to land below my 1/3 we're running but we may end up in the Hudson so the air traffic control is set to the captain would you be able to land on runway 1 3 you can see that he's thinking a lot he's looking outside he sees the altitude they're at and he's just saying we might end up in the Hudson cuz he thinks worst case if we cannot reach a field around here we have to land somewhere and the only flat low surface we have at this time is the Hudson even air traffic controllers are aware of the ab8 navigate communicate like if it's quiet and the pilots are not saying anything they wouldn't just ask again and ask again they know that you're flying the plane you're focusing and solving the situation you're put in and they don't want to stress you they want to help you as much as they can but they are aware that if you cannot answer you're just busy with something else cactus 1549 runway 4 is available if you want to make web traffic to runway 4 I don't think we can make any runway what about over to our right anything in New Jersey maybe Teterboro ok it's really hard to say what a pilot can and cannot do from air traffic control tower or from a chair somewhere it's only the pilots actually flying that feels the plane they feel the wind they know the weather the conditions they're in with the flight experience that Sully had he did the right call modern aircraft have super sophisticated systems onboard they've talked to you as you hear it here they say obstacles obstacles terrain terrain they even tell you approaching runway 1/3 you are on runway two three they communicate with you just to give you information that can help you during the flight wait 30 seconds they're still trying to follow that loss of thrust in both engines checklist fighting until the end to start that airplane and that's the thing you learn in flight school you'll never give up you'll always try to fix the situation and you fight until the last minute you fly that plane this is what they're doing and it's beautiful it works like a symphony and they're really doing their part their task management is really nice to see so on this frame here you can see that there are 550 feet off the ground so they're pretty low and on the vertical speed indicator there says they're descending as well and their airspeed is 140 knots which is quite low so they don't have much energy in the airplane that cannot do much so when seeing these figures I think he's kind of taking that final decision is there really no options available anymore for him this is the captain brace for impact so that is a pretty scary thing to hear over the PA system brace for impact I mean he doesn't have time to call up the cabin crew and inform them about the situation and the cabin crew they know exactly what to do when they hear this phrase and they'll just strap in everybody start screaming out the instruction for brazing go ahead try number one they'll be like we're gonna end up in the Hudson they're probably done with that checklist already they tried once more nothing happens that's when he realized they won't be able to get any power out of those engines they're totally destroyed and I just need to line these hair playing somewhere safe zone as you can hear they're the air traffic controllers are just giving them options over the frequency this runway is available you can turn here you can do this and that's kind of their job and just giving them as many option as possible but the flight crew at this stage has already decided to land to be able to land on that River they want to decrease the speed as low as possible so the impact will be less the flaps are the things at the back of the wing that extends and increase the lift force of the wing and that makes it possible for the pilots to reduce the speed further and land at the lower speed we got runway two nine available at Newark can be two o'clock at 7:00 mind any ideas I told them they love this they know exactly what to do one flying one taking care of the checklist they're trying everything to the last minute I love that he's asking the first officer is there anything else we can do but they have done everything and the guy says no I think we did it so an interesting thing after this accident we started practicing similar scenarios in the simulator scenarios with dual engine failures like this one but also water landings these planes are not meant to land on water but they have a pressurized fuselage which means that they're kind of certified for floating for a while even a couple of hours but only of course if the fuselage is intact if it breaks up or anything or the doors failing they will probably leaking water and eventually sink but if the fuselage is intact you'll float for hours so in the last scene there you can kind of see them have that look like we made it what now but as you probably know if you've seen the movie Sullenberger is going back to help the cabin crew with the evacuation handing out sweaters and pillows or whatever he's just doing a tremendous work and he's the last one leaving the airplane it is a really beautiful thing to see I really hope to meet him one day next we have flight engine instruments are in the green air speeds alive both sides it looks like the weather's kind of rough so before every flight to the captain and the first officer are looking at the weather both of the departure airdrome the landing Airport and route weather as well all airplanes have a limit and how much crosswind they can depart in if it's outside your limits you kind of have to delay the flight or even cancel the flight so you might stand there at the airport have a look at the screens and you see off the flights are actually departing and half are canceled or delayed this could be as simple as the airplanes have different crosswind limitations may be the bigger airplanes they have higher crossing limits they can depart and stronger wind but the smaller airplanes they need to cancel the delays we always want to start into the wind so we want to head wind while departing we can depart as well in tail wind conditions but only performance allows and there's a long runway and whatnot but ideally is to start into the wind that's because we get that extra airflow over the wings that creates lift and we can rotate earlier and climb out of the runway with a shorter take of run then if there were no wind or a tailwind a crosswind comes 90 degrees from your left or from your right so that gives you controllability issues 30-knot crosswind exercises the old indistinct the muscle this is kind of unrealistic or very unprofessional I would say because we load 10,000 feet we have a rule called sterile cockpit we keep all non-essential communications to a minimum you would be focused on that departure the takeoff roll and be ready to control that airplane in quite busy weather after departure obviously we have a positive rate of climb which means that we are climbing away from the ground that's when we can select the landing gear up once the pilot monitoring is calling out to the pilot flying the positive rates then he calls gear up so they can climb away more efficient from the runway departure this is southjet due to the seven we got some welcome shot by Sigma if the pilot flying would like the pilot monitoring to say something to a PC he will just ask him like whenever you have time could you please tell them that we were experienced in this turbulence or whatever you wouldn't just jump in on the frequency take his job and just do it yourself kind of unprofessional and it wouldn't happen in real life I'd say severe turbulence definitely so he's reporting here to the air traffic control that they're experiencing moderate turbulence but then definitely severe turbulence turbulence is a common thing in aviation we experiencing it every day at work and we can kind of divide turbulence into three categories light turbulence moderate turbulence and severe turbulence light turbulence is you kind of experience it every flight it's just when it's kind of bumpy the air is kind of rough moderate turbulence is when it starts getting really hard to like make your way down the aisle things are shaking and you should just stay in your seat but severe turbulence is when things in the cabin start to move around you can see a bag going across the aisle but another thing is that turbulence is quite relative so if you have a small airplane reporting severe turbulence you might not even notice it if you're flying in the Boeing 747 for example which is huge jumbo jet you always want to ask what type of airplane before you reported the turbulence just to know how to interpret that information so we go back to the aviate navigate communicate rule the thing he should be doing here in severe turbulence is just to fly the plane you wouldn't start going on the radio reporting severe turbulence to your traffic control like what are they gonna do about it you can tell them in ten minutes what's going on like after departure we experiencing this but doing it while flying that rough air totally unrealistic I mean if my captors started doing this I would definitely keep an extra eye on it you don't behave like this your act more professional as a pilot what are you doing leveling off what see that little sliver of black between those two of a pocket of smooth there's one right over the center thirty degrees you can see the weather radar on the display there this is actually something we check on the ground while lining up for takeoff before we even start rolling we let that weather radar scan just to see if we're able to follow the departure cleared reaching by ATC or if we need to take avoidance actions around severe storms or whatnot on this screen you can see different colors like we have green yellow and red it is the intensity of precipitation out there in the clouds in front of you but he can kind of reflect the turbulence as well the heavier precipitation more turbulence you have but you should definitely not fly in the red and in this scenario he's trying to find that heading here to go around the clouds we would do the same but we would have taken that decision way earlier on the ground and help you now brother you wouldn't just start praying in this scenario as the first officer your job is to make sure that the airplane is flying within its limits so you would inform the captain like we're not keeping the correct speed we are way above the limits we should do this instead to keep us safe Belem we're climbing departure believe in matter thousand for the whole one eight zero we have a transponder on board the airplane sends signals to the ground with all our information so now the air traffic controllers are calling like hey guys you're kind of descending what's going on you were supposed to climb away from the ground because you want to climb away from that weather approaching our maximum airspeed damn right we need to speed once do this practice so the captain just said we need the speed to punch through this crap that's a pile of crap right there you don't need speed for anything every airplane has a designed turbulence penetration speed both for the climb cruise and descent phase so you wouldn't just increase your speed to fly through that rough air you would maybe even reduce it to a speed that keeps you within the flight envelope as long as a way within that flight envelope we are safe because we keep the airplane flying within its limitations and capabilities now so he's saying we're experience some severe downdrafts like it's throwing down air with the rain and hail or whatnot if you're flying below those clouds you can really experience that downdraft from above and you have hard time climbing but this is a powerful jet aircraft and he's not descending because of those downdraft he's just trying to do some cowboy maneuver pitching that nose down to bring that speed up which is strange and unrealistic so in this frame right here and you see that he's flying at 319 knots that's pretty fast for any airplane at this stage I'm not sure about this airplanes turbulence penetration speed but in the 737 that I flied you're in climb at low altitude would limit the airspeed to 280 knots maximum the job of the first officer at this stage which actually be to take control because the captain is doing something that is unsafe but if you're flying with the captain that has a lot of hours and he's a very macho guy doesn't admit when he's wrong and all that and then you have this insecure new copilot maybe just got his first job a few months ago it could be very hard for him to intervene with the captain's decisions or even take control unfortunately it can happen in real life you can see that captain he's pushing those thrusters even more forward he doesn't mean he wants to go faster it could also mean that he wants more power out of the engines so he's pushing them forward to maximum climb thrust if he pitched his back then and bring the nose up he had more power to climb through that turbulence in real life we would do this we would climb at the turbulence penetration speed with maximum climb power on the engines just to get out of there [Music] this is so Hollywood while you're in the turbulence engine sounds are super loud and it's very noisy and once you get into the smooth air the end just gets dead quiet and it's super calm that wouldn't happen in real life they still have that same client power on so the engine would do the same sound in the turbulence or outside I've never experienced people clapping like when you get out of turbulence we do experience it occasionally after landing if you do a smooth landing or something and now airplane I've never seen this movie it seems like we're having a pilot in the control tower and the only reason for having a pilot in control tower would be to talk down someone flying the plane and instruct him how to land let's see what happens I don't know if has any flying experience but they're saying to him you're coming in too fast like okay so if I'm not flown a plane before what am I supposed to do with it like the instructions he gets are just like you know nonsense but let's say you're coming in too fast the thing you would do as a pilot is probably to reduce that thrust you have so it's not pulling you forward you'll also have a speed rate you can use but you normally don't use it this late in the flight when you're a short final approach for landing in real life we reduce the speed way out far from the runway and we have something in the airplane called the final approach speed this is the speed we need to have when we're fully configured for landing all the way down to touchdown if we're above that speed you wouldn't just continue to land you would commence a so-called go-around or missed approach when you throw those trust Navis forward you get more thrust from the engine's pitch the airplane up and you get back up in the air just to get configured in the right way for landing once again sound your alarm bell now I mean we have a small button in the overhead panel that we can ding the flight attendants to get their attention but there's no such thing as an alarm bell and if this was a real scenario where the pilots are incapacitated and someone is flying the plane the cabin crew in the back would be prepared with everybody seated strapped in and taking care of everything back there a long time ago put down more flaps we do extend the flaps in increments from initial approach until the final approach for example in the airplane I fly we have flaps 1 5 10 15 25 30 and 40 so we have some steps there we can use we normally use flaps 30 and flaps 40 for landings so that's the biggest flap extensions that makes the wing as large as possible to increase that lift and drag as well to be able to reduce the speed and get more stability for the landing phase [Music] the approach light system that we have in front of the runway is very important for us it helps us identify where the runway is you wouldn't just be able to turn them off by a flick of a switch or something like this there's very important for the laning phase especially in bad weather [Music] in this case he's all over the place he's pulling the control column everywhere in real life airplanes a lot more stable than this you put it where you want it you keep it there the airplane will fly there may be small Corrections after that but we always strive to fly the airplane with small smooth nice inputs so this is kind of unrealistic as well it's fun to watch [Music] aim for the numbers aim for the numbers and look at the end of the runway these are kind of phrases that I remember from flight school like in the beginning of the runway you have always the runway markers so for runway one three it would actually say one three in big numbers in the beginning of the runway so when you start flying you're like super focused on those numbers when they always say aim for the numbers aim from the numbers [Music] okay first of all while landing the airplane we don't up push the nose forward we gently pull it backwards as we close that thrust to reduce the engine power so we have a nice nose up pitching just before landing to get that smoother kind of touchdown to break you definitely not have like a handbrake on your car like this most brakes on airplanes today are situated on the rudder pedals at the floor so you actually brake with your toes you push them forward to brake the airplane 2:09 now [Applause] your gate at the terminal is not really based on the landing distance you have so if you do a longer landing the passengers need to pack up their bags and walk to a further gate that's not how it works good fun though [Applause] this is normally how it looks like for us when we were finding the simulator we're sweating like crazy we call it the sweat box that's when you actually practice the hardest emergency situations there are and we do it every six months it kind of reminds me of that but during a normal flight we wouldn't sweat like that oh so he's halfway down the runway and now he wants to brake so he pushes those feet forward and starts breaking the airplane but obviously the airplane landing gear breaks up and they're sliding down the runway that wouldn't happen in real life because landing gears are actually designed for a braking there are some accidents around the world happened in the past where they had some kind of hydraulic problem or landing gear issues so they just had to land on the belly of the airplane in most cases as far as I know it went well the fuselage and the engines and the wing structure of an airplane are very rigid and they can withstand huge forces so it could happen and be like that in real life last but not least United 93 this sounds like a typical pilot conversation you have when you meet your copilot or your captain just before work you always talk about were you from what are you doing were you living you talk about the weather obviously because it's so important for our jobs this is exactly how communications between two crew members would look like in real life you don't always fly with people you know or you're from the same place normally I can fly with five different guys in a week and they could be all from different corners of the world even though I've never seen the guy before he's from another part of the world will fly very efficiently together because both of us are following the same procedures the standard SOP which is standard operating procedures we all know a role in the flight deck we all know what to expect from one another this is how it looks like normally for pilots around the world so everything up to now looks exactly like a normal day at work they already set up and decide that the roles for this slide so the captain is gonna be the pilot flying and the first officer is going to be the pilot monitoring so in this case the pilot flying will stay in the flight deck we will start programming the GPS set up the whole flight pic to be ready for departure and the copilot his task is to go outside and do the walk around or external check just to see that all the parts of the airplanes are working properly there are no dents no damages or anything happened during nights so he's just making sure everything looks good from the outside this is very typical as well you go out there you chitchat with a fielding guy and you also give him the fuel numbers a few figures how much fuel you want for that flight some people they already call them in from the so called crew room before and some they just give the figures that a fuel in guy when arriving at the airplane so how much fuel do we actually carry on a normal flight flight planning center since the pilots a flight plan that says you're flying from A to B you need this much fuel depending on many different factors weight of the plane cruising altitude of the plane if you're a strong headwind along your route you need to bit more fuel of that if you have tailwind you'll fly faster so you need less fuel it's also depends on where your alternate airports are located so if you're not able to land at your destination when you get there for some reason you need to be able to proceed to an alternate field and if you're flying to an isolated airport where you have an alternate very far away you obviously need more fuel for that but whatever fuel the flight planning center tells you to take the pilots can always review that fuel and decide to add some extra on it if they see that there are thunderstorms and route that they need to fly around or turbulence at high altitude you might get some extra fuel because of that as well so you can cruise lower and still reach your destination so it depends on many factors but the flight crew has the ultimate decision of how much fuel you bring so these lights are probably the landing lights which are normally situated at the root of the wings or just along the wing so when you see the captain turn them off again he knows that they're checked by the copilot during the walk around and they know that they're working so if they don't need them anymore and they'll just flick them off they just received their ATC clearance this is what you request on the ground to get a clearance from air traffic control on your initial routing after departure initial cruising altitude as well and that transponder code this transponder it sends all the information all the parameters of the airplane to aircraft and control so later on they can see on that radar display United 93 and they also see the altitude they're at their speed and so on so the gentleman you saw there helping the cabin crew close the door he's part of the ground staff so he's most probably the air bridge operator once they have closed the door and the last passenger has entered they're gonna move that air bridge away to clear it from the airplane so they can start their push back the clip we just watched really portrays a normal day at work and they made it this way just to show that when this all happened nobody expected it and everybody was just going to work like any other day unfortunately we need to experience tragic events like this just to be able to improve and make it safer thereafter after 9/11 for example procedures change for security at airports they change for cabin crew they've changed for pilots as well for example who and when people are allowed into the flight deck we also have a more strict flight deck door closed culture it has affected the aviation industry quite a lot that was another breakdown with GQ watching [Music]

Channel: GQ

Views: 1,163,650

Rating: 4.900156 out of 5

Keywords: the breakdown, breakdown, airplane, airplane movie, viktor fors, airplane movies, airplane scenes, argo breakdown, flight breakdown, catch me if you can breakdown, snakes on a plane, sully breakdown, airplanes, united 93 breakdown, pilot, pilot breakdown, pilot breaks down, pilot breaks down movie, movie breakdown, expert, airplane expert, flying scene, flying scenes, flying movie, airplane scene, gq, gq magazine

Id: Y5qjj9618zE

Length: 46min 13sec (2773 seconds)

Published: Mon Jun 29 2020