Air traffic control
versus pilots. Gear up. Watch your speed. Bring the power back. Coming up! Hey, 74 crew. Welcome back. If you don't know me,
my name's Kelsey. I'm a 747 pilot. My channel, 74 gear,
is all about aviation. I want to thank all
of you in the 74 crew for continuing to
send me these videos. Without your help, I
couldn't keep it going. If you have a video that you
think would be good for this series, the two easiest
places to send to me, my Instagram or the
free forum 74gear.com. Let's get into it. Amerijet 880 heavy
Newark Tower you up Amerijet 880 affirmative Amerijet 880 heavy Newark tower
wind calm runway 22L cleared to land caution wake turbulence
following heavy 777 22L cleared to land
Amerijet 880 heavy and tower Amerijet
880 heavy going around Amerijet 880 heavy roger
fly heading 170 maintain 3000 Heading 170 3000 Gear up. Watch your speed. Bring the power back. Amerijet 880 heavy turn right
heading 260 maintain 3000 Right 260 3000
Amerijet 880 heavy. Amerijet 880 heavy
say reason for go around. Not established. Roger. A term that I've probably
never talked about is at the very
beginning of this video, he says, are you up? It's a way to ask the pilots if you've
switched over to that controller's frequency. The controller before will hand
you off to the next controller. And if the pilots haven't dialed
in and spun in the numbers and picked up on that radio, the controller may be just talking into
dead air for that particular aircraft. So he says, are you up? Listen right here. Amerijet 880 heavy
Newark Tower you up That's a way for the controller to
know that the pilots are on that frequency so he can start giving
them instructions and he's not just giving a bunch of
instructions and nobody's hearing. So I was flying into
Newark a lot last year. If you saw that first vlog that I did,
I was going in and out of Newark. Now that is a very
congested airspace. There is a lot going on. The talking happens really fast. If you're not paying attention
and not ahead of your plane, it's very easy to get
behind and get jammed up. When I went in there, I was going in all months
for my 16 days or so. I was going in there
every single day. So I got very comfortable
with going in at that airport. But the captains that
I had kept switching. So I'd get a captain for two or
three days and a different guy, then a different guy and on
probably about the 10th day or so, I got a guy and we went in there
and they put us in a very tight line. We were very close and he goes, man, Kelsey, this is
not going to work out. I said, no, it's going to be
fine. It's going to be fine. We get in, we land and
we get off the runway. And he says to me, all right, next time they call me for doing
one of these trips into Newark. I'm calling in sick, but luckily
there was no yelling like this. Watch your speed. My point in talking about how
congested that airspace is is that if you're not ahead of your
aircraft, it's easy to fall behind. And if you fall behind, you're going to end
up doing a go-around. But this transmission
really confused me. Gear up. On a flight deck,
you have two pilots. Obviously on a normal
commercial aircraft. And those two pilots each
have their own individual tasks. You have a pilot flying who's the
person who's controlling the aircraft. And you have a pilot monitoring. That pilot monitoring is reviewing
and overseeing everything you're doing. They're talking with
air traffic control. And in some cases they're doing things
like moving the gear, lever down or moving the flap lever,
things like that. So those are the two
roles that you have. Now in any given situation, the captain can say my aircraft, in which point you take
controls from the other person, the first officer who could be
flying, I'm guessing in this case. So if they say my
aircraft, it's theirs. Then they switch
roles immediately. And it's something that you
train for since, I don't know, the beginning of flight school, when your flight instructor is
teaching you how to do things and you do something wrong. They say my controls
and my aircraft. And then they saved the plane
from getting into a bad spot. So that is the normal
way that it's always been. But what's interesting here is
that typically on a go-around, the pilot flying gets
told positive rate from the pilot monitoring. Who's the pilot
talking on the radio. So when this guy says gear
up and screams it like that, like where you hear right
here where he says gear up, Gear up. What he should be screaming
is positive climb or positive rate. Different airlines
have a different word. And what that means is
that's an indicator to the pilot who's flying the aircraft that the
plane is going away from the ground. You never want to put your gear up
until you're going away from the ground. And then once you're
going away from the ground, it's counting as a lot of drag to slow the
plane down and slowing from climbing. You've seen in some of my
Viral debrief videos, I talk about pilots not putting the gear up. It's because there's a lot
going on during a go-around. And even though we train for it, it's not something that
we do a lot in real life. So that guy when he is talking to
the other pilot or screaming him, what he should be screaming
is positive climb, positive rate, something like that. And that should
tell that other pilot that should say, oh, gear up. And that's what he
should be saying. On any aircraft,
these are called flaps. On every aircraft, those
flaps have a set speed, a maximum speed that the plane
can travel while those flaps are out. And as the flaps go out more and more,
the plane has to go slower and slower. You'll notice as you're
flying around as a passenger, you'll notice the plane
will start slowing down as those flaps keep coming out. So there's a
speed limit for them. So it's important to understand
part of the reason that this pilot is screaming him
is watch your speed is because those flaps are
probably still all the way out and you don't want to
exceed the speed limit. The thing that's important
to know though is an aviation, everything is tested way beyond
the limitation that you're given. So if you get told, at flaps 3, your fastest you
can go is 180 knots, It's not like at 190 knots, those flaps are going to get ripped
off and end up in a lawn ornament. If you live
underneath an airport. That's not something
to worry about, but there is a set
speed for a reason. And so you never
want to exceed that. The other thing to note is that if
you are hand flying the plane yourself and you exceed that speed, the plane will nark you out. It will tell the company that you
violated the plane's speed limits. But if you were to be
flying with the autopilot and the autopilot were to mess
it up because of a gusty wind or whatever the situation is, it will not report itself. So think of flying a plane, kind of like flying or living
with your little brother. If you do something that
you're not supposed to do, mom's going to know right away. But if they do it
somehow, miraculously, that message never
gets passed along. This highlights that the pilot
was probably behind the aircraft. Not established. If you're newer on a plane
or maybe you're a weak pilot, it can happen that. You aren't thinking ahead as far as
the speeds that you're going to need and things like that. And what will happen is that you'll
get what we call behind the aircraft. And if you get
behind the aircraft, it can be trouble to get
your speed slowed up and go down and
know what's going on. Be ready, get your gear down, all those different things that you
need to do in order to land the plane. If you're new on the plane, you
can have a sensory overload. I've talked about it in
some of my Viral debrief, where you get a sensory overload of what's
going on and you just kind of freeze. That can happen as a
new pilot or a weaker pilot, that will happen. And it's possible that
that's what happened here, because he said
you're not established, which is kind of a
vague term to mean you didn't have
everything set up the way you needed
to have it set up. You didn't have
all your gear down. You didn't have
all your flaps out. It could be... It's
kind of a vague term. You could technically
say, it's not stabilized, but not established is maybe
another way that that they're saying it. However, if you are behind as a pilot, what never helps is
your other pilot doing this. Watch your speed. Bring the power back. Someone screaming at you like
that while they're flying or anywhere is usually an
indication of two things. One, they are just a really weak pilot and
are very insecure with their abilities. And so they are uncomfortable. And by you doing something
that makes them uncomfortable, they react in a way that's really
negative, with them screaming at you. Or two, they're just a jerk. Or maybe they're both. Either way, that's typically when you
get with people who are screaming, unless you are just doing something
that's reckless and very dangerous, and you've been
annoying them for weeks. They may just be
fed up with you. But typically in my experience, that's what I've noticed
when I'm flying with guys that I've seen them
screaming at other people. They've typically fit into
those two categories, which is never fun to fly with. In my opinion, the right decision
for the pilot would've been when that pilot was getting
the plane so far behind, or they were getting so far behind that
they weren't able to save the plane and get the plane safely landed, that pilot, I'm guessing the
captain, should have said my aircraft. Taken it over and did what he needed
to do in order to safely land the plane. And then once they're on the
ground, they can go in and park. And once they're parked,
they can talk about it. Letting the pilot do
a go-around is fine. There's nothing really
wrong with that per se. But if you're going to
have him do a go-around and then you're just going to
scream at him the whole way up that is not going to
facilitate everything. In my opinion, that makes
things a lot more dangerous. Because now this
guy is already rattled. He's doing something which
is not that we do very often. And you're over there
screaming at him. I had a go-around years ago, going into Chicago and I
could see it a long way out. We were right
behind another plane. That plane was small. And that guy was saying,
oh, I'm going to land long because he wanted to get... And I just knew, I just knew
maybe like three miles out. There's no way that
we're going to land. This is going to be
a go-around for sure. Now when we came in and we got told
to do a go-around, we were in Chicago. They tell us to go around and we just have a lot of
things that are going on. Even though I saw it coming,
it was still a lot going on. And I was flying and the
captain said, oh, okay, great. We get it all done squared away. But we really had to work as a
team to get that all done quickly, follow the instructions from air traffic
control and come back around and land again. But if you have someone
on the other seat, who's supposed to be your teammate,
who's supposed to be helping you. And they're sitting
there screaming at you. That's just going to rattle
you more in a situation where you're
already a bit rattled doing something
you don't normally do. To me, it's very unprofessional. Now, in my opinion, if you are a new pilot at an airline
and something like this happens to you where you're flying with somebody that's
being, I don't know, a jerk like that. You can say something to them
or you can just bite your tongue. I had a guy who was a jerk to
me years ago at a different airline. When I was still on probation,
I was new at that airline. And I just bit my tongue. Because I thought,
okay, I'm on probation. I'm not going to try to
ruffle any feathers here. And it wasn't... had nothing to
do with the flying. It was something
else on the ground. And so I just bit my tongue. Once I'm off probation, then I
will say something to the person. Not escalate it. Not make it a bigger
deal than it needs to be, but just let them know like, Hey, you don't need
to talk to me like that. That's not necessary because it lets them know
that they're out of line with their attitude and the way
that they're talking to you. The other thing that you
can learn from that though, especially if you're
a first officer is how does that make you feel? And do you want other people that
you're working with to feel that way when they're with you? And if the answer is, I feel like crap
and I don't like that. Then when you become a
captain, keep that in mind. So that way, when you get a first
officer who's lost, a little bit new, doesn't know what's going on. You also were
there at one point, you can mentor them and
help them and coach them and help them get to
where they want to go. Instead of being a jerk, which
is what this guy's doing here. United 326 is ready Alright United 326 runway
19 C line up and wait sir. The current wind
is 170 at 8 gust 20. I'm gonna have multiple aircraft
crossing the runway ahead of you. 19 C line up and wait United 326 Waterski 4651 turn
right heading 320 320 and turn Waterski 4651 United 326 turn right heading 230 runway
19 C cleared for takeoff heading 230 Heading 230 runway 19 C
cleared for takeoff United 326 I want to set the scene here so you
understand exactly what's going on here. Listen to what the controller told United
as they were lining up onto the runway. Line up and wait sir. The
current wind is 170 at 8 gust 20. I'm gonna have multiple aircraft
crossing the runway ahead of you. What that says to the pilot
says pull up onto the runway, line up in the direction
that you're going to take off, set your brake, and we're going to have multiple planes
crossing down later on down the runway, there are going to be
multiple planes crossing. So you're not clear for takeoff. We're going to cross some planes down
there and then we're going to clear you. That's what he's
telling to this pilot. This is a picture of the airport
where all this is taking place. The United pilot is told to line up
and wait on this runway right here, which is 19 C because there are some planes that are
planning to cross later on down the runway. What often happens is
planes will land on 19 R. And then they want to cross multiple
planes here on these given taxiways all at the same time. By crossing multiple
planes all at the same time, you can make
things more efficient. You can let planes keep taking off and
line up two or three or four planes along those taxiways and then
cross them all at the same time. So if you ever landed and then
sat and held short of a taxiway or has held short of a runway on
a taxiway for four or five minutes while you heard multiple
planes take off and thought, man, we could have crossed by
now and got to the other side. What the controller is doing is he's
getting other planes lined up and taking off and it just makes it
faster and more efficient. Otherwise he have
to cross one plane, let that plane get across then
tell the other plane to take off. So even though a
plane is crossing, he can't take them off until that
plane is all the way across the runway because you can imagine, if he was trying to cross the
runway and something happened, like he had a flat tire. Now this other plane is
barreling down really fast and that plane is stuck in
the middle of the runway. So what they'll do is they'll line them
all up along those different taxiways, cross them all at the same time and then
continue firing off planes for takeoff. It's just a faster
way to do things. So despite these United pilots getting
told that, they're planning on lining up and waiting on 19 C, which
is kind of like telling a pilot, Hey, get here. And as soon as I tell you it's
time to go, you're ready to go. Kind of like a race horse. As soon as those gates open, as soon as they get told,
you're clear for takeoff, a lot of pilots are like, well, let's go. And that's what happens. Listen what happens next. Skywest 3721 at W 4 cross runway
19 C and hold short of taxiway Y please. Cross 19 C hold short
of Y Skywest 3721 American 2784 at W 2 cross 19 C and hold short of taxi W taxi via W I'm sorry taxi via Y 6
there and hold short taxiway Y so cross the runway make a left to
join Y 6 behind the small aircraft there Cleared to cross 19 C W 2 join Y 6
and hold short of Y American 2784 And ground or tower United 326
just rejected for aircraft on the runway United 326 did you get a
did I clear you for takeoff sir You did clear
us for takeoff, sir. United 326 roger And American 2784 we stopped
now we're gonna cross now In that first part, he told United
they were cleared for takeoff. And then on the second part,
he told two different aircraft they were cleared to
taxi across the runway that United was
planning on taking off on. This is the runway
United's taking off on. And first they told Skywest
to cross here at W 4 and then they told American
to cross up here closer to the takeoff area at W 2. But you'll notice that American
never actually cross the runway. That's because when the
pilots are crossing a runway, we verify that it's clear on
the left and clear on the right. And then we say, Hey, we're cleared to cross. So every pilot is looking, even though the planes in this
situation are taking off from the left. People will out the right hand window
because you don't know what's going on. There could be
somebody that's lost, that's flying and ends
up landing on a runway, the opposite direction or
whatever the situation is. So you'll always look
both windows to verify. So in this case, United is taking off and the
American pilots are looking out going, That guy looks like he's moving,
so they're not going to move. And that's what happened. Listen here. And American 2784 we stopped
now we're gonna cross now Now the Skywest plane was the
first one that got cleared to cross and they were further
down the runway. Look again at this chart. A Skywest plane
is a regional plane. So it's going to be a lot quicker to move
and they're crossing the runway right here. Now, if they were listening and paying
attention to everything that was going on, they would've heard that United
just got clear to take off from 19 C. But all they heard is Skywest. They were just filtering out
everything else that was being said. They heard their call sign
and their flight number. And they got told they
were cleared to cross. They weren't listening to
everything that was going on. Had they been listening? They would've heard that
this controller messed up and they messed up really big. This is a huge mistake
on the controller side, but this just goes to show you
how many multiple phases of things need to go wrong in order for
there to actually be an accident. This controller made a mistake,
a big one, no doubt about it. These pilots, the Skywest should have been
listening to what was going on down there. The pilots at United
should have thought, Hey, we're clear to take off 19 C and
you're clearing people to cross the runway. Now it's possible that
they aborted very early on and they didn't just
make the call until later. I don't know. But it's possible that they heard the
first one or maybe the second one. It sounds like probably the second one
where they aborted their actual takeoff. By aborting their takeoff, they're
hearing planes or they're seeing planes that are crossing
down on the runway and anytime you're
on a takeoff roll, it doesn't matter if you're going 10
miles an hour or a hundred miles an hour, if you're moving and there's
someone that's on there, you're going to stop. You're not just
going to anticipate despite what they show
you in the Hollywood movies. You're not just going to
anticipate that they're going to cross in time for you to go. So they aborted and they did
the right thing. So they prevented it. And then American never
even went out onto the runway because they could see
that they were moving. What would've had to happen is
United would've had to keep going despite planes crossing the runway. American would've not listened or
not looked and they would've had to go. And the controller would've had to
tell them they were all cleared to cross and you can see none of
those things happened at all. So multiple things would've had to
happen for there to be an accident here. But this was the initial key. Alright United 326 runway
19 C line up and wait sir. The current wind
is 170 at 8 gust 20 I'm going to have multiple aircraft
crossing the runway ahead of you. Had the United plane lined up and
waited and then heard and listened to what the controllers saying
with multiple aircraft crossing. As soon as they got
cleared for takeoff, the United pilots could have
queried and asked air traffic control, Hey, are you going to
cross the other planes first? Or just confirm we're
clear for takeoff? But they didn't. And that's not really their
fault. They got cleared, but they could have asked that. Had they been really
listening to what was going on. They could have asked that.
And the controller would've said, oh yes, takeoff clearance canceled. Or go ahead and take off. I'll cross them afterwards. But unfortunately what happens
is you trust the controller so much they rarely make errors
like this. This is a major error. They'll rarely make
that type of an error. So when they clear
you for take off you're, hey, we're ready to go. And that's unfortunately
what happened here. But as you can see, all the safety
measures and all the different things like pilots aborting on the take off by
seeing the other plane crossing. American, seeing that the plane is moving
so they don't even go out on the runway. All those things were set up and prevented it from even
turning into, even a remote problem. It wasn't even a close call. Okay. This last
one's a funny one. Someone just sent it
to me. I have to add it. Kennedy ground Egypt Air 986 Egypt Air 986 heavy
Kennedy ground Go ahead Egypt Air 986 You're calling me, sir. Yes affirmative.
Hold short taxiway A. Okay. Say request. He doesn't even say anything. I don't know. That was so funny to me because he calls
him up and then he starts asking like, air traffic control. I don't know. I saw that, I thought it was so
funny, especially this part here. You're calling me, sir. If you want to see some other
pilots versus air traffic control, check out this video here. And if you want to see some
pilots struggling to fly their aircraft, check out this video up here. I look forward to
hearing from you. Until then, keep the blue side up.
