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.
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for continuing to send me these videos.
Without your help, I couldn't keep it going.
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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.