This is such a cool vantage point! As a transportation fan, whenever I'm in a plane, I've often wished I could see and hear what goes on in the cockpit when the crew is preparing for takeoff. At 4:29, that growling sounded like the front landing gear retracting. The constant communication between the towers and aircraft is impressive and gives a good picture of the safety oriented mindset of these professionals that so many in the public take for granted.
Just to be clear, 18,000ft is the transition level for the states. Depending on the country the transition to flight levels can change. For example, in Australia its 10,000ft.
If not mistaken, this was recorded as part of the CNBC special "American Airlines, a Day in the Life" about the operations of the airline. Specifically this video shows AA's signature transcon flight, the famous JFK to LAX flight no. 1, early morning out of New York on a Boeing 767.
My life’s greatest regret is that I’ll never be an airline pilot due to a medical condition. It’s very bittersweet to watch this. But I can still be a flight attendant though.
Hello seamcon15, On General Aviation we have push to talk keys on the yoke or very rarely on the headset. On the more modern jets like the 767 there is also a PTT key. It is on the Yoke, however you can have it on the glareshield also as an optional extra.
If I recall correctly, AA 1 is one of very few flight services to exist for 50+ years with the same number... or am I wrong? 31L with left-hand turn is the same departure this flight made on its fatal incident (03/01/1962)... a little spooky to think about that.
It's a shame that such great video serves only one purpose, which is to show the world how easy it is to endanger the passangers, crew and plane having someone seated in the jumpseat WITHOUT seatbelts during takeoff and landing!!! MAJOR FAIL if you ask me!!! If this kind of stuff happens on a legendary airline, I can't imagine what happens behind closed doors of a cheap-o-airline... :(
I know about the buckles, however on several parts on the video it clearly shows how the camera man stands up and reclines forward for a close up of the control panel, both during take off and landing. He even holds himself from the backseat of the first officer. Please review the video and see for yourself.
@JackJohnson3119 he is an American Airlines ramp controller, so he only handles American aircraft. They refer to each flight as trip because there is no point in saying American, they are all American on his frequency - so American Airlines Flight 1 or American 1 would be called Trip 1 from ramp. If he was American 455 it would be "Trip 455".
Aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight must use the term heavy in their callsign.
Has to do with the weight of the aircraft. Some planes like 757's can be considered if they have a certain gross weight, but the aircraft's weight alone doesn't designate it as a heavy all the time.
@andy4b767 I thought they wouldn't even use the plane if the APU isn't working. If their generators fail mid-flight for whatever reason, apart from the RAT, what are they going to use?
@nenblom each plane for each route normally has an assigned stand/terminal that it will almost always go to unless there's a delay on the aircraft using a the gate ahead for example.
11 лет назад
If with this they demonstrate safe operation in a totally wrong airline. The man who is behind the pilots with the camera in hand this all the time even during takeoff and landing without a seat belt. Rule number one in an airplane cockpit. So this whole crew stationed inside the cabin must be with their seat belts fastened. What we are showing in the video is a very foul record against flight safety and sincerely should penalize these people for such failure.
great video are you a pilot when flying 727 757 737 747 707 717 dc 9 dc10 l 1011 is one flying watching panel while one not flying looking out for birds traffic thankyou
It's almost always like that cos Americans are just polite and not like we European bastards. I enjoy everytime I travel there. You should listen to German ATC. Sure there are some who are very formal but most of the times they stay cool because it's not much of a big deal, it is their everyday business.
I am wondering the same thing. What if there would have been severe turbulence or something? One time, when I was flying from Atlanta to Orlando, we hit a major airpocket shortly after takeoff. If I didn't have seatbelt on, I would have gone up into the ceiling!
Technically not a jet larger than 767/777 because it is classified as an aircraft with a takeoff weight of more than 255,000 lbs. Which is normally a jet larger than a 767/777 but in special cases may also be other aircraft smaller than it.
Excellent Video !!.... But take care on broadcasting your Video Man without seat belt at critical moments!... Safety is First !!..always!!! and Cockpit is so sensitive!! Congratulations anyway for the good Video
@TheEMS41 nope. They still operate the 767-200 on this route. The Tripple 7 never... only if they are repositioning an aircraft, but to reposition a 777 from JFK to LAX is bad coordination so that would never happen.
Why 380 instead of 400? Camerman not in seat-belts during take off? Cameraman, you can HOLD and AIM the camera without having your eye always in the eyepiece. 9:26 What hit the van? Camerawork C-.
is not dangerous a guy with a handycam in the cockpit?? mainly on the landing?? the handycam could hold his hand and hit dangerously against the instruments of the aircraft and possibly cause an accident.
@Airplaneinyourass Also, the 757 requires spacing like a heavy aircraft because its wings create the same amount of turbulence as a heavy aircraft would... but it doesn't get a heavy callsign.
If you look closely at the FO he has a light weight in the ear headset on. Right prior to takeoff there is a brief shot of his right ear and you can see the ear plug and mic boom.
the cockpit looks like a 757. the 757 gives off the most wake turbulence of any airplane period. just by the way its designed... so you could very well be correct in that statement.
"heavy" is used to denote the size of the aircraft. "medium" is for the smaller airbus and boeing, "heavy" for the 747/67/77/87 and similar airbus. "super" for the A380
very well done video... I was hired with American back before 9/11.... in the "pool" for a class.... I sure hope I can get back on when they begin to hire again...
Pretty amazing how a crew taking off from, say JFK, knows exactly which runway they are going to land on and gate where they're going to park at an airport that is thousands of miles away. The infrastructure and planning must be something else!
Prior to all flights captains and the 1st officer file a flight plan based on the weather along the route -if there is wind or bad weather they may divert to another airport or a different runway for instance- in LA there are 4 runways that run east-west -depending upon wind or rain they may land from east to west- because of 4 runways some are longer and some are shorter - its up to who is running LAX ground and the head of the airport to designate what is the landing runway and take off runway- that then is broadcasted through ATIS which pilots listen to and figure out. but that is a overall how it works but can change within the time of the flight
09:30 check the engine , the cameraman was filming the engine , then you see back the cockpit but no cameraman , I hope the cameraman is sucked into the engine...
The flight crew and ATC were very professional and their professionalism lends great dignity to a beleagured industry. They made their jobs look easy, and it's evident they have thousands of hours at their posts. Note the crew coordination and division of tasks. Thanks to those who put this great video together.
AA#1 has long been a flight number of a morning transcon flight out of JFK to LAX so nothing special. Controllers are normally professional. The ground crews might have come off a little more polished since camera crews were filming the flight. This clip is a few years old given the ground controller's direction to follow the Company Airbus. AA no longer flies A300. This footage could have taken for the film "Inside American Airlines" that followed a JFK/LAX transcon but I am not for certain.
What makes you think he wasn't wearing a seatbelt. Just because he didn't have the shoulder straps on, doesn't qualify. Also, do some research on the net for incockpit videos (not just here on youtube). Some airlines will allow it for training purposes (ie: ITVV has videos for quite a few aircraft). The cameraman might have also been an AA pilot that was given the camera to hold. Without the information, don't assume.
After T/O the captain flew the airplane on autopilot, merely putting in airspeed, heading, altitude changes, etc. Beginning with the Airbus A300 and the '757 and 767 Boeings, airline airplanes have been capable of accomplishing everything except takeoffs on autopilot, which the FAA and other agencies justifiably will not certificate. It's such that airline pilots are now equipment managers rather than stick and rudder fliers. I hope American goes ALPA after the merger but doubt they will.
Well you can't tell by looking at the cockpit view were looking at because all 767's 200's 300's 400's have the same cockpit. But I know for a fact this is a 767-300 because I fly this flight all the time. This flight is probably one of the most used flights in all of the US. I now that its 31L. Not only does it say it in the video but also the runway goes from east to west so its ideal for an aircraft, a 767-300 in this case, to take off from there. The AA terminal is closest to 31L too.
767-300ER would be able to make a transatlantic trip from London to LAX. The 767-300ER's range with a load of fuel and nothing else is slightly below 6,000 miles. I don't think that a a lot of airlines fly a route like that route. Usually the will set up a connect flight either in Dallas or Chicago. An airline that I know of that would have a direct flight from London to Los Angeles would be Delta.
767-300 could not make the trip from London to LA. Not even if it was a 767-300ER ( extended range). American Airlines would never fly that route anyway. A British airways 747-400 could make that trip. This 767-300 is going from New York JFK to Los Angeles LAX. I flew this flight many times. At 2:30 , the back round terminal looks just like the AA terminal at JFK. O wait it is.
I am also interested in why they use the word 'Heavy" in radio contact. From this video I note the aircraft was referred to as Heavy whilst fully loaded on the tarmac and whilst taking off. In mid flight he ommitted the word 'Heavy' and resumed using it on landing and taxi-ing to the terminal ....... SO why does he not use 'heavy' in mid flight? and what is the boundary in the whole of flight sequence when the pilot ceases using 'heavy' after takeoff and recomences using it upon landing?
it is aviation "lingo" for big ("heavy") commercial jets, as opposed to lighter general aviation aircraft like a Cessna 172 or Citation Jet. When contacting ATC, the pilot tells them who and what they are. Example: "Kennedy Ground, Cessna November 123-Alpha-Juliet (that would be from the registration # on the side of the plane: N123AJ" ).." or "Gulfstream (another type of jet) N12345.....". The "N" is the designator for all aircraft registered in the USA. Each country has their own.
@mikevk71 -They can get all the information by doing pre-flight research. There are GPS units that give some of that info, but they don't rely on GPS alone. Just an example of a 'research tool', go to airnav(dot)com, click on AIRPORTS, and type LAX. As you see, they get a ton of info here, but it doesn't give it all. Often times, there is a call ahead procedure as well. Once on the ground, follow ATC's directions and it will lead you to the gate. There are also ground marshalls (at times).
@MichaelTheTerrible There are too many potential hazards to list. Granted the odds are slim that anything "might" happen but there is a reason pilots are in 4 or 5 point restraints. A person moving around what is intended by FAR as a "Sterile environment" creates distraction... especially on what appears as a "revenue flight". Hard landing, CAT or Wind Shear could cause him to hit any number of controls that would present hazards and control issues close to the ground. Is it worth the risk?
Yeah they are taking off 31L. In your last comment you said they departed 31R. I corrected you and said 31L. Unless I am missing something. 3:24 "Cleared for takeoff runway 31L American 1 Heavy" and at 4:06 you can see the faded 31L markings as they begin their roll out. I knew it was 31L so what is your point?
Delta flies their 300 ERs from CDG to Salt Lake. 767. 300ER could make the London to LAX journey with acceptable head-winds..but not with enough contingency fuel reserves with a loaded plane....with its max range of 5,990 miles. And it does regular Frankfurt to LAX journeys with some carriers with a reduced load.
Without getting technical, depending on aircraft type or weight load, those pilots are required to say the word "Heavy" after their flight number to alert or advise other planes to stay at a safe distance from the "Heavy" aircract. In this scene, the flight number is "1". So the pilot says "American 1 Heavy"....[insert the rest]
Poorly edited. At 7:00 you can see the gear handle down and the flap lever at 30. At the same time you hear ATC say "AA1 Heavy slow to 210." If these guys were doing over 210 with the flaps at 30 there would be a problem. Depending on which exact 767 model this is, the max speed for flaps 30 is 180 at the most and likely 170 or 162.
He has Armed the Autothrottle which controls the aircraft's speed and then set "EPR" which is used on the vast majoirty of takeoffs so that the aircraft will maintain takeoff thrust set from the FMC as opposed to ratting the engines out full power which is bad for them. So its basically arming the autothrottle first then setting takeoff thrust on the auto throttle.
You can run an ILS approach using ATC's vectors to the final, but once on the final leg it then can be a "visual approach" since the conditions should be VFR, basically saying you can see the runway in 3+ miles and don't need to rely on your instruments entirely like in IFR conditions.. hope this makes sense.. lol
I enjoyed the "sort of banterful" way these pilots and the ATC interchanged, all within the procedure controlled language of aviation. Aviation English has a lot of necessary constraints for safety reasons, but additionally it can also have a lot of emotional interactions, some good, some bad, even without faulting the language rules! At the moment when the captain mentioned he needed a bit of a delay because of "maintenance issues" he was waving a couple of hand signals to the ground crew. I confess I didn't understand what he was communicating, but was curious just for edification. Maybe in another video that or another captain might give us an explanation, even better in his own voice! (P.S.: As I live in the greater Montreal area, I wonder if that crew has ever done a JFK to YUL route?)
That would be the First Officer that was waving his hands, not the Captain. If I had to guess, some vehicles were waiting to cross in front of them, as planes always have the right of way, so he was letting them know they could cross because the plane wasn't going anywhere anytime soon.
I hear a rumer that AA might be bringing back Fleet Service to SEA because of US Air merger. Just a rumer. I cant verify. I walked off the job and resighned a year ago after 21 years at AA as Fleet Service. Rest of Fleet service was laid off in OCT 2012. I so miss working for AA...
Cap Hog I call BS on your comment the jumpseater was not wearing a belt and shoulder harness. I'm and ex AA captain and this video bothers me because of this lack of professionalism by the jumpseater. Someone is sure to send this video to the FAA. You better take it down. ..
clear the wax from your ears and listen from 2:21 Captain- " kennedy ground, american 1 heavy november charlie, ready to taxi. Air Traffic Control- " american 1 heavy, standing ground 31 Left (31L). If you don't understand ATC communications, the First Officer says " ready to take off 31L" at 3:00
Correct me if I am wrong, but why is the guy with the camera not wearing a full harness, if a seat belt at all. Also the co pilot does not have his shoulder straps on. I have done jump seats with Air NZ and they insisted on full harness for all cockpit people???????
Yep, saw that too without looking at your comment. it drew my attention. All ground support and services inside an airport must pass rigorous checks before rolling in. I can't understand how the airport checkpoints allowed this van to go through. FOD is a real problem.
@Bazajt Probably the APU wasn't working, so the pilots used an external air source to provide compressed instead of bleed air from the APU to start engine number 2 and then did something called a crossbleed start using the running engine. This is a standard practice if the APU isn't working.
@andy4b767 wow i didnt know that. really helpfull comment, that explains why i have trouble in my simulator getting to 40000 without leveling off before i do so because the plane looses so much airspeed before getting there. Sometimes it just feels like it takes to long to do so lol.
