Airline Pilot Breaks Down Airplane Scenes from Movies | GQ

I would say that what you should be doing here in severe turbulence is just flying the plane. You wouldn't start radioing severe turbulence to your traffic control, like what are they going to do about it. You can tell them in ten. minutes, what is happening when flying in that agitated air, totally unreal. Hello everyone, my name is Victor Force, commercial

airline

pilot

s and this is the breakdown. First we have Pargo, so the man we can see down there is the ground dispatcher or the ground crew as well. Called Marshall, he usually has earpiece contact with the captain and makes sure the engines are clear for startup and also that we're not backing into a bad zone into a plane or something in this scene. they are not connected via headphones, but we are actually using hand signals, a typical hand signal would be: if we have permission to start engine number two, it could also be the chuck removed or the chucks in place, release the brakes , putting the parking brake on, things 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

pilot

s and the air traffic controllers in the tower .

In this case, the pilots can be heard requesting a taxi and the air traffic controller tells him "you are number two for departure and you can see he is moving those little planes to taxi in one column, planes to take off in another and landing traffic on another, so as you go, they move you through that table just to get everything in order, but this system is a bit old school, the most common thing nowadays in modern airports are the strips Normally, a plane is parked at the terminal stop where you enter as a passenger, from there they need to push the planes back and start the engines.

This is done with the help of a tugboat, which is a small car that. it's attached to the nose wheel of the plane, you just push it back and turn it in the direction where you want it. You can see the captain advancing those thrust levers to order taxis, so you're just revving the engines to get that boost. 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 at an airport, it's normal to taxi. At a speed of about 30 knots, which is roughly 35 miles per hour, you will taxi at that speed to the runway and report ready to take off to the tower, plus a perfect shot of a tugboat.

This is a tugboat and the tow bar attached to an

airplane

pushing it backwards like any other

airplane

for the reverse face Swissair 363 you are cleared to take off it is a 363 cleared to take off once again you can hear that perfect symphony between traffic control air and the pilots, Swiss Air is telling them one, two, three, now you have clearance to take off, the pilots read again, now we have clearance to take off and then they can give a push and move on. I've never been chasing anyone around the track, but if I had to do that.

I wouldn't drive right behind the engine where the explosions come from; It's very hot and blowing about a hundred miles an hour. You just wouldn't do that, so that's pretty unrealistic, so in this movie, obviously these guys chasing the plane down the runway are police or military or something, in real life you couldn't just walk onto the runway, First of all, you need a clearance from the tower once again to move in the maneuvering area of ​​an airport and if this happened the air traffic controllers would see it immediately and try to contact you and stop you or whatever.

This is just funny. An airplane of this size has a rotation speed. miles per hour I really doubt those old trucks and police cars could catch up to a plane at 185 miles per hour they would have been long gone by now and the plane would just accelerate pasta we have wheels up wait ladies and gentlemen it is our pleasure to announce that The drinks Alcoholics are very company now, they work differently and have different standard operating procedures, but normally, when you've made your initial turn after takeoff and you're at a safe altitude and you're not expecting any turbulence, you just hit the cabin. car on the roof and they know that they can start the service and start walking down the aisle and a few minutes later the pilots will release all the passengers.

Next we have one of my favorite

movies

, catch me if you can, what are you, my dad? head to Miami yeah yeah okay this is so funny every pilot knows what deadhead or deadheading means it's basically a cabin crew or a pilot positioned for duty so every time you're on board a plane like passenger and you see a pilot or a cabin crew in full uniform but sitting not working there probably dead heading dead heading to the destination to operate another flight. I 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 folding seat is open it's been a while since I did this what are the folding seat again the folding seat Another thing that everyone knows what they are are those little jump seats that we have in the cabin for the cabin crew but also in the flight deck for additional pilots to have you spinning around in red eyes jumping in puddles for the next few months Ryan I could keep running jumping towards the weak and tired there's no shame in I'm jumping through puddles like that probably means you're flying short stop and you're too busy just to earn that extra money at the end of the month.

Now he's on the flight deck waving to the guys there and he's looking for that jump seat, he obviously has no idea where it is. I wouldn't do it either. As if I have never flown this type of plane, the folding seat is placed in different places and hidden on all planes, okay, it is a very small folding seat. I wouldn't want to sit in it for many hours on the plane I fly, it's a little bigger, it's still hidden, you wouldn't find it if you don't know where it is, but it's definitely a lot sturdier and you have full four point straps and you'll feel sure, so obviously this is a few years.

Back then they still had a flight engineer, some airplanes even had a communicator that only managed the radio, but today in modern airplanes we have computers that monitor all the systems and only alert the flight crew if they find any faults. or system failures on board the plane, it's probably only a matter of time before the computers take over my job too and kick me out of that flying day, so this is a normal day at work, you begin your recovery journey , you reach 80 knots and the pilot monitoring will always say 80 knots, that is to verify that the other pilot is not incapacitated, we also verify that the speed indicators on both screens show the same and then we reach another speed that is called v1, which is the speed of decision if something happens.

Before b1 we can still abort takeoff, brake and stop, but after reaching the speed of v1, no matter what, we have to continue and then we will solve the problem in the air and probably land again on the same runway later. in rotation is obviously when the pilots start to turn the plane up to get that pitch attitude for takeoff and get away from the ground dear dad, today was graduation. Now I'm a copilot and I make $1,400 a month plus benefits and the best part is that they tell me. Me, my family, we can fly for free.

We travel for your entire family. I wish I knew that it's not necessarily true for all pilots in the world, but we have some benefits with our work, although the whole world is our playground and we can go. Working anywhere, moving and sitting is always free. Enjoy your free trip. In the 60s, pilots had quite a status in society, but today this is not the case. The bonds between the cabin crew and the pilots happen as if my girlfriend were a pilot. Like me, we didn't meet like that or on a stopover, but we are in the same business and we are together, so could you dress up as a pilot, smile and hope for a free trip to Miami.

It's not that simple anymore, maybe in the 60's they didn't have these extensive checks, but nowadays all

airline

pilots have a company ID that says who they are, where they come from, what airline they fly for, you also need to have A passport and a flight license that verifies are much more extensive today to allow a pilot to board his plane and take him to another place, passing the snakes on a plane, so the cabin crew is entering to that day of flying, the pilots are obviously nodding their heads in their snake-killed seats. or whatever the plane is just diving straight towards the ground, this wouldn't happen in real life because at that cruising altitude by law you would always fly on an autopilot, if the pilots were incapacitated the plane would just continue level flight as far as it goes.

Since you have fuel, as long as you have fuel on board, it will just maintain that altitude and nothing else will happen. The autopilot is a fantastic tool to have on board the plane, it greatly reduces the workload for both pilots, Lee, and we can even relax, you know, take a nap during the flight. Many passengers and travelers do not know that we can actually sleep during the flight. It's called managed rest and we have very strict rules and regulations about when we can do it and when we can. To do this we can only sleep one at a time, that's very important, but although we have autopilot and it reduces our workload, we can't just get out of our seats like in this clip, there must always be a pilot there to protect the controls and monitor o Whatever happens, here you can see the plane literally flying into a storm, there is lightning everywhere and it is obviously Hollywood which makes it more exciting for the Rangers.

It wouldn't happen like that in real life. We wouldn't fly in the dark directly. Thunderstorms are unmanned at this time, but even before that you can see thunderstorms up to 160 miles ahead of you with weather radar, so you should take steps to avoid them well in advance to avoid thunderstorms even if you lightning strikes. It's not the worst thing that could happen to you because the fuselage of the plane would just act as a paradise cage and the lightning will just pass through you and could do some damage to your planes in the worst case, but you have to be safe as pilots.

We don't really need to see any lights because we only fly with our instruments, most of the commercial flights that exist today follow IFR rules, that is, instrument flight rules, so we don't need any external reference to fly from A a B. Actually we can complete darkness or fog or whatever and they can even land with zero visibility this is serious business she is reaching for the ax and yes we have a shock ax on most airplanes nowadays in The plane that flew the Boeing 737 we have a crash act like this in the flight deck is used to access electrical fires behind the panels in the passenger cabin, use that ax to hatch and then you can use the fire extinguisher to put out the fire, so it's quite realistic to enter the flight selection today from the cockpit, you must have an emergency access code to enter that will unlock the door, but pilots can still decide to deny that access because if someone wants to interfere with the flight or hijack it, even if they managed to get the code from one of the flight attendants, we as pilots can still deny them entry of the access code to the flight deck, it is different for all airplanes and also changes with the set time interval, time to buckle up, just pull up, pull up, pull hard, that's not how it works, I mean these.

They are hydraulically operated servos that control this plane, it wouldn't be difficult to lift it up, you would just like to gently pull it back, like a little six year old could probably do, it wouldn't be that dramatic either and this plane is so You can see that the passenger cabin has spiral steps to the second floor. It's actually the same plane, the Boeing 747, that we saw earlier in the Argo clip. You have two floors, two in front and one in the back, and the pilots are located in it. In front of the second floor, the Boeing 747 is the second largest airliner in the world, they can carry up to four hundred and sixty-seven passengers, which is quite a lot and I would wonder what that would look like if they brought all those passes. to the first floor which would be pretty full after Sully, one of the best aviation

movies

out there today.

It's incredibly well done. I love the movie. In reality, it was done by listening to the captain's actual voice recorders.Sullenberger accident and the first. officer who did a magnificent job, let's watch birds, this is a really unpleasant scenario with a lot of birds, but modern aircraft engines are actually designed by the manufacturer to withstand bird strikes to some extent in the testing phase of the engines. I 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 there aren't that many hatches so I'm not surprised they can't fly.

Already in front of both pilots we have the engine indications for the two engines, most airplanes today have two engines just for redundancy, if one fails, they can still fly with the other, but if two fail, as in this scenario, you are like In deeper problems when we face a situation like this, there is a basic rule that all pilots in the world know and that we must follow: the communication, navigation and aviation rule, so the first rule that you must follow first of all is a b8, which means keep the plane under control, that is the highest priority you have at that stage after controlling the plane you need to continue identifying the fault they have and work together as a crew to try to solve this problem and then they need to reach out and tell these... air traffic control that they have a problem and that they could help them in some way. but what you have at that point is two pilots flying a plane and you just need to work together efficiently to try to resolve the situation that you're in, so we're seeing here that the captain is initially trying to restart the engine and also starts the so-called auxiliary power unit APU if both engines fail, most likely the generator will also fail, which powers the aircraft's electrical system, but the auxiliary power unit can supply electricity to the entire system if the engines fail. it's a phrase we use every day my airplane at my controls as soon as you need the pilot flying to hand over the controls of the airplane this is the phrase you're using so a normal day at work we have the captain in the left seat and the first officer in the correct seats at the beginning of the day we decide who will be the pilot in command and who will be part of the monitoring of each sector during that day in this scene we can see that the first officer is located in He has the right to control the plane initially, but then the captain decided that I should take the controls.

I have more experience, I try to handle the situation in the best way possible, so now he is doing the avian part while he delegates tasks to his first officer and then. he asks for the qrh which is a quick reference manual the bible on board the plane that is made by the manufacturer with checklists for the pilot to solve any problem with a step by step procedure still focused and aviation navigates without communicating yet because we I haven't gotten to that stage and the first officer is going to start with that checklist cactus 1549 birds we have lost thrust in both engines we are heading back towards the war anthem there we come to the third step and now he has to communicate with the famous phrase Mayday Mayday Mayday you announced that you are in a serious situation and that you have an emergency on board the plane once you declare a mayday on the frequency, everyone around you ATC and other pilots know that these guys have a serious problem.

Situation on board, we must give them space to do what they want and we must move traffic away from them and try to help them as much as possible. The thrust levers confirm the idle air speed, we leave them at relay 309, we don't have that in In this scene we can see the first officer along with the captain reading that checklist step by step to try to perform those engines and get them going again because they haven't really seen from the outside how damaged the Indians are and they will always try to restart them. them, especially at low altitude like this 1549, if we get some, you'll want to try to land below my 1/3, we're running, but we may end up in the Hudson, so air traffic control is set up for the captain, is that right? could you? able to land on runway 1 3, you can see he's thinking a lot, he's looking out, he sees the altitude they're at and he just says we could end up on the Hudson because he thinks the worst case scenario is if we don't We can reach a field around here. we have to land somewhere and the only flat low surface we have right now is the hudson, even the air traffic controllers are aware of the ab8 navigation, they communicate as if it's silent and the pilots don't say anything, They wouldn't ask and ask again.

Again, they know that you are flying the plane, you are concentrating and resolving the situation you are in and they don't want to stress you out, they want to help you in any way they can but they are aware that if you can't answer, you are simply busy with something else cactus 1549, track 4 is available if you want to generate web traffic on track 4. I don't think we can create any tracks. How about to our right? Something in New Jersey, maybe Teterboro, okay, it's really. It is difficult to say what a pilot can and cannot do from an air traffic control tower or from a chair somewhere, only pilots who fly really feel the plane, feel the wind, know the weather, the conditions in the that they find, with the flight experience that Sully if he had made the right call modern airplanes have super sophisticated systems on board they have spoken to you how you hear it here they say obstacles obstacles terrain terrain they even tell you approaching the runway 1/3 you are on runway two three they communicate with you simply to give you information that can help you during the flight wait 30 seconds they are still trying to follow that loss of thrust in both engines checklist fighting until the end to start that plane and that's what you learn in the flight school you will never learn Give up, you will always try to fix the situation and fight until the last minute.

You will fly that plane. This is what they are doing and it is beautiful. It works like a symphony and they are really doing their part. Their task management is really good. It's good to see, so in this chart here you can see that it's 550 feet off the ground, so they're pretty low and on the vertical speed indicator it says that they're also descending and their airspeed is 140 knots, which is pretty low. . They don't have much power on the plane, that can't do much, so looking at these figures I think he's making that final decision. Are there really no options available for him anymore?

This is the captain's support for impact, so it's pretty scary. something to hear over the public address system prepare for impact. I mean you don't have time to call the cabin crew and inform them about the situation and the cabin crew know exactly what to do when you hear this phrase and just buckle up everyone starts shouting the welding instructions go ahead try the Number one, they'll be like we're going to end up in the Hudson, they're probably done with that checklist, they've tried it one more time, it's okay, that's when they realized they won. I can't get power from those engines, they're totally destroyed and I just need to line up these hairs somewhere safe as you can hear they're the air traffic controllers are just giving them options on the frequency of this runway. is available, you can turn here, you can do this and that's their job and just give them as many options as possible, but the flight crew at this stage have already decided to land so they can land on that river, they want to slow down as low as possible. possible so that the impact is less the flaps are the things at the rear of the wing that extend and increase the lifting force of the wing and that makes it possible for the pilots to reduce speed even more and land at the lowest speed we have runway two nine available in Newark it 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 are trying everything until the last minute, I love that I asked the first officer if there was anything else we could do, but they've done everything and the guy says no.

I think we did, so something interesting after this accident we started practicing similar scenarios in the dual engine simulator scenarios. failures like this, but also water landings, these planes are not intended to land on water, but they have a pressurized fuselage, which means they are certified to float for a while, even a couple of hours, but only, for Of course, if the fuselage is intact if it

breaks

or something or the doors fail, they'll probably leak water and eventually sink, but if the fuselage is intact, you'll float for hours, so in the last scene you can see them looking like they we did it.

And now that? But, as you probably know, if you've seen the movie, Sullenberger will return to help the cabin crew with the evacuation, handing out sweaters and pillows or whatever. He's just doing a tremendous job and he's the last one off the plane. It's a really beautiful thing to see I really hope to meet you next day we have the flight engine instruments are in the green the air speeds are alive on both sides it seems like the weather is a little harsh so before each flight the captain and The first officer is looking at the weather at both the departure airfield, the landing airport and the weather on the route, just as all planes have a limit and how much crosswind they can depart with, if it is outside their limits, they have to delay the flight or even cancel it, so you could be stuck. there at the airport, look at the screens and you will see that flights are actually leaving and half are canceled or delayed.

This could be as simple as planes having different crosswind limitations, larger planes may have higher crosswind limits to get out. and stronger wind, but smaller planes need to cancel out delays. We always want to take off into a headwind, so we want to have a headwind as we take off. We can also start with a tailwind, but only performance allows it and there is a long runway and all that, but. The ideal is to start with the wind because we have that additional airflow over the wings that creates lift and we can rotate earlier and leave the runway with a shorter run, so if there was no wind or tailwind, a crosswind would arrive 90°. degrees from your left or from your right, which gives you controllability problems 30 knot crosswind exercises the old indistinct muscle this is unrealistic or very unprofessional I would say that because we load 10,000 feet we have a rule called a sterile cockpit we keep all non-essential communications to a minimum, I would be focused on that departure, the takeoff roll and I would be ready to control that airplane in some pretty busy weather after departure, obviously, we have a positive climb rate, which means we are moving away from the ground, that's when We can select the landing gear up once the pilot monitoring is calling the pilot who flies with positive rates, then he calls the landing gear so they can move away more efficiently from the exit of track.

This is Southjet because of the seven, we get a welcome shot. Sigma, if the pilot flying wants the monitoring pilot to say something to a PC, he will simply ask him, when he has time, could he tell them that we have experience in this turbulence or whatever? I wouldn't just jump to the frequency. take your job and do it yourself, it's unprofessional and wouldn't happen in real life. I would say there is definitely severe turbulence, so you are reporting here to air traffic control that they are experiencing moderate turbulence, but then there is definitely severe turbulence. something common in aviation we experience every day at work and we can divide turbulence into three categories: light turbulence, moderate turbulence and severe turbulence.

Light turbulence is something you experience on every flight, it's only when it's a little bumpy that the air is kind. A moment of strong and moderate turbulence is when it starts to be very difficult to walk down the aisle, things shake and you have to stay in your seat, but severe turbulence is when things in the cabin start to move and you can see a bag crossing . the aisle, but another thing is that turbulence is pretty relative, so if you have a small plane reporting severe turbulence, you might not even notice it if you're flying on the Boeing 747, for example, which is a huge jumbo jet. , you always want to ask what kind. of the aircraft before reporting turbulence just to know how to interpret that information, so we go back to the communication, navigation and aviation rule.

What you should be doing here in severe turbulence is just flying the plane, you wouldn't start talking on the radio. informsevere turbulence to your traffic control, like what are you going to do about it, you can tell them in ten minutes what happens after departure, we are experiencing this, but to do it while flying in that choppy air is totally unrealistic. I mean, if my captors started doing this, I would definitely keep an eye on him more. You don't behave like that. You act more professionally as a pilot. What are you doing leveling? What do you see that little black stripe between those two of a plain pocket?

There's one just above center thirty. degrees you can see the weather radar on the screen, this is actually something we check on the ground as we line up for takeoff, before we even start taxiing we let the weather radar scan just to see if we can follow the authorized departure. by ATC or if we need to take measures to avoid severe storms or anything else, on this screen you can see different colors, like we have green, yellow and red, it is the intensity of the precipitation in the clouds in front of you, but it can reflect the turbulence and the heavier precipitation, the more turbulence you have, but you definitely shouldn't fly red and in this scenario it's trying to find that heading this way to go around the clouds we would do the same thing, but we would have made that decision. previously on the ground and I will help you now brother, you wouldn't just start praying in this scenario, as a first officer your job is to make sure the plane is flying within its limits, so you would inform the captain that we will not maintain the correct speed we are way over the limits we should do this to stay safe Belem we are going up exit we believe in the matter a thousand for all one eight zero we have a transponder on board the plane sends signals to the ground with all our information So now the traffic controllers aerial are calling like: Hey guys, they are descending.

What's going on? They were supposed to get away from the ground because they wanted to get away from that weather that's approaching our top speed. Damn, we have to speed up once. this practice, so the captain just said that we need speed to get through this garbage that is a pile of garbage right there. You don't need speed at all. Every aircraft has a designed turbulence penetration speed for both the climb and descent phases, so not only would you increase your speed to fly through that choppy air, maybe you would even reduce it to a speed that keeps you within the flight envelope, as long as within that flight envelope we are safe because we keep the airplane flying within its limitations. and capabilities now, so it says we're experiencing some severe downdrafts, like it's throwing air down with rain and hail or all that, if you fly below those clouds, you can actually experience that downdraft from above and you find it hard to climb, but this is a powerful jet plane and it's not descending because of that downdraft, it's just trying to do a cowboy maneuver by tilting the nose down to increase that speed, which is weird and unrealistic, so in this frame here and you see it's flying at 319 knots, that's pretty fast for any aircraft at this stage.

I'm not sure about the turbulence penetration rate of this plane, but on the 737 I flew, you're climbing at low altitude would limit the airspeed to 280 knots max, the first officer's job at this point. stage which is actually taking control because the captain is doing something that is not safe, but if you are flying with the captain who has many hours and is a very macho guy who does not admit when he is wrong and all that and then If he has this Insecure new co-pilot, maybe he just got his first job a few months ago, it could be very difficult for him to intervene in the captain's decisions or even take control.

Unfortunately, this can happen in real life. You can see the captain is pushing those thrusters even further. forward doesn't mean he wants to go faster, it could also mean he wants to get more power out of the engines, so he is pushing them forward to achieve maximum climb thrust. If he leaned his back at that moment and raised his nose, he had more power to climb. through that turbulence in real life we ​​would do this, we would climb to the turbulence penetration speed with maximum climb power on the engines just to get out of there. This is so Hollywood while you're in the turbulence the engine sounds are super loud and it's very loud and once you get into the still air the end becomes completely silent and it's super quiet something that wouldn't happen in real life.

They still have the same customer power on, so the engine would make the same sound in turbulence or outside. I've never experienced people clapping like when you come out of turbulence, we experience it occasionally after landing, if you do a soft landing or something, and now, on the plane, I've never seen this movie, it seems like we have a pilot in the tower control. and the only reason to have a pilot in the control tower would be to convince someone who is piloting the plane and tell him how to land, let's see what happens. I don't know if you have any flying experience, but they tell you that you're coming too fast, okay, so if I haven't flown on a plane before, what am I supposed to do with it?

The instructions he gets are like, you know bullshit, but let's say you're coming too fast, what you would do. As a pilot, you probably reduce the thrust you have so that it doesn't propel you forward. You'll also have a speed you can use, but you typically don't use it this late in the flight when you're on a short final approach. In real life landing we slow down very far from the runway and have something on the plane called final approach speed. This is the speed we need to have when we are fully configured to land until landing if you are above that speed, you would not simply continue landing, you would begin the so-called missed or free approach.

When you throw those trusty Navis forward, you get more engine thrust, pitch the plane up, and climb back up. the air just to set it up the right way for landing once again ring the alarm bell now I mean we have a little button on the overhead panel that we can touch the flight attendants to get their attention but there is no such thing like an alarm bell and if this were a real scenario where the pilots are incapacitated and someone is flying the plane, the cabin crew in the back would be prepared with everyone sitting strapped in and taking care of everything, a long time ago , we lower more flaps than we extend. the flaps in increments from the initial approach to the final approach, for example, on the airplane I fly we have flaps 1 5 10 15 25 30 and 40, so we have some steps that we can use, we normally use flaps 30 and flaps 40 for landings , so that's the larger flap extensions that make the wing as big as possible to increase lift and drag also to be able to slow down and get more stability for the landing phase.

The approach lighting system that we have in front of the runway is very important. for us, it helps us identify where the track is, you couldn't just turn them off by flipping a switch or something, it's very important for the laning phase, especially in bad weather, in this case, it's everywhere. he is pulling the control column everywhere in real life airplanes, much more stable than this, you put it where you want, you keep it there, the airplane will fly, there may be small corrections after that, but we always try hard for flying the plane with small, soft and pleasant ones. tickets, so this is not realistic and it's fun to watch him point at the numbers point at the numbers and look at the end of the runway these are phrases that I remember from flight school like at the beginning of the runway you've always made the markers the clue, so for clue one three I would actually say one three in big numbers at the beginning of the clue, so when you start flying you're super focused on those numbers when they always say aim for the numbers, aim from the numbers, do you?

OK? First of all, when landing the plane, we don't push the nose forward, we gently pull it back as we close that thrust to reduce engine power, so that we have a good nose pitch right before landing to achieve that kind of softer landing. you definitely don't have a handbrake in your car like this, most brakes on airplanes these days are located on the rudder pedals on the floor, so you actually brake with your toes, you push them forward to slow the plane 2:09 now your gate at the The terminal is not really based on the landing distance you have, so if you make a longer landing, passengers must pack their bags and walk to another gate.

That is not how it works. It's a lot of fun, although that's usually how it seems to us when we were finding the simulator, we were sweating like crazy, we call it a sweat box, that's when you really practice the most difficult emergency situations that exist and we do it every six months, It reminds me of that, but during a normal flight we would do it. He doesn'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 to break up the plane, but obviously the plane's landing gear

breaks

and they're sliding down. the runway, which wouldn't happen in real life, because the landing gears are actually designed to brake, there were some accidents around the world that occurred in the past where they had some type of hydraulic problem or problems with the landing gear, so they simply had to land on the bottom of the plane in most cases.

As far as I know it turned out well, the fuselage, engines and wing structure of an airplane are very rigid and can withstand enormous 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 that you have when you meet your co-pilot or your captain right before work you always talk about where you're doing where you live you talk about the weather obviously because it's very important for our jobs this is exactly how two crew members communicate. The members would look like in real life, you don't always fly with people you know or are from the same place.

I can usually fly with five different guys in a week and they can all be from different corners of the world, although I had never seen this guy before. It's from another part of the world. It will fly very efficiently together because we both follow the same procedures. The standard SOP, which is the standard operating procedures. We all know a role on the flight deck. We all know what to do. They expect from each other that's what it normally looks like for pilots around the world, so everything so far looks exactly like a normal day at work, they already set up and decided that the roles for this slide, so The captain will be the pilot who flies. and the first officer will be the pilot monitoring, so in this case the pilot in command will remain in the flight deck.

We will begin to program the GPS and configure the entire image of the flight so that it is ready for departure and the co-pilot's task is to leave. and you do the walk or the external check just to see that all the parts of the planes are working properly, there are no dents, no damage and nothing happened during the nights, so you just make sure everything looks good from the outside. This is also very typical. go out, chat with a field guy and also give him the fuel numbers, some figures of how much fuel you want for that flight, some people already call them from the so called crew room before and others just give the figures that a type of fuel When we get to the plane, then how much fuel do we really carry on a normal flight? flight planning center since the pilots a flight plan that says you are flying from A to B you need this amount of fuel depending on many different factors weight of the plane cruising altitude of the plane whether there is a strong headwind along of your route, you need a little more fuel.

If you have a tailwind you will fly faster so you will need less fuel, it also depends on where your alternative airports are. located so that if you can't land at your destination when you get there for some reason, you'll need to be able to proceed to an alternate field and if you're flying to an isolated airport where you have an alternate airport very far away, obviously more fuel is needed for that, but Whatever fuel the flight planning center tells you to carry, pilots can always check that fuel and decide to add a little more if they see that there are thunderstorms and the path they need to fly or turbulence at high altitude, you might also get some extra fuel because of that, so you can cruise lower and still get to your destination, soIt depends on many factors, but the flight crew has the final decision on how much fuel to carry, which is why these lights are probably landing. lights that are normally located at the root of the wings or just along the wing, so when you see the captain turn them off again, you will know that the co-pilot checks them during the ride and knows that they are working, so if you Ya They don't need them and will just turn them off.

They just received their ATC clearance. This is what you apply for on the ground to obtain clearance from air traffic control on your initial route after departure. Initial cruising altitude as well. transponder code this transponder sends all the information, all the parameters of the plane to the aircraft and to the control so that they can then see on that radar screen United 93 and also see the altitude at which they are at their speed, etc., So, gentleman, I saw you helping the cabin crew close the door. He's part of the ground crew, so he's probably the airlift operator.

Once they have closed the door and the last passenger has entered, they will move that skybridge away from the plane. so you can start backing up, the clip we just watched actually portrays a normal day at work and they did it this way just to show that when all this happened, no one was expecting it and everyone was 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 after 9/11, for example, procedures change for security at airports, they change for cabin crew, they have changed for pilots, too, for For example, who and when are people allowed on the flight deck we also have a stricter closed door culture, which has affected the aviation industry quite a bit, which was another break with GQ observing.