Before this Airbus 321 soars through the skies, an entire team prepares the plane for flight. In this video catch a glimpse of a ground crew chief as she takes you through her final pre-flight checks.
@@ericdraven7857. Not just anyone. I just winched a guys truck and boat trailer out of the water at a landing. From what I’m told its his second submarine mission..just saying…
Awesome Job and Video ! In the USAF on towbars from what I remember the reason for the washers being required on the shearbolts is so when the bolt does shear it will cut and shear cleanly and is less likely to damage the holes on the shearing block device on the bar. If the holes become worn on the block it cannot cut and shear the bolt cleanly and could damage the aircraft's NLG steering.
I'm going to be flying out of Sky Harbor on an Airbus 321 in a few weeks. It's great to know there are dedicated people like you checking things before takeoff. Thank you!!
THANK YOU Very much!!!!!! :D I really appreciate to see your vehicule!! :D Went to Montreal's Airport weeks ago and had a thought about you when i saw a vehicule different from your'S :) TX AGAIN!!!!!!!! :D
I know I made a comment in a previous video how you'd do so well on an aircraft carrier, but I'm also noting that in both cases, inches matter. No matter if it's a jet on the ground or a jet on an aircraft carrier they have to be spot-on in order for the whole process to work. Close enough is not an option in your job nor on a carrier. I've also learned checklists are written for a reason and are to be followed no matter - I thought oh hey she's looking at the tow bar again. That is good. P.S. Where did that blue bag come from - your crewmate handed it to you at the end. It almost looked as if it had been on the ground (I doubt it was).
From Santa Ana, California🇺🇸🇲🇽🇺🇸🇲🇽❤️🌹🙏 As always, you must be focused and concentrated on important work like the one you do every day. One more time. Nice Job!!🫡😜👌
Did you have to learn all the models of the AA aircraft before qualifying to push? Also are there concerns/safeguards for "static" shock handling the aircraft ground activities? Thanks for all you do. Jim. (Mesa Az.)
We learned about several different kinds of AA aircraft in training. But in pushback training…it was just the aircraft that come into our station. :) Regarding static shock…I only know of training regarding lightning in the area. We have special lights and alarms on the ramp that let us know how close the lightning is. Depending on the closeness…then certain procedures are in place. Or we have to exit the ramp all together until it clears
1:36 ‘By pass’. I mentioned I was in the rental equipment business for years and one of our machines was a ‘parking lot sweeper’ It could be towed behind a F-250 size truck to where ever it was needed BUT prior to towing you had to move the by pass lever and lock it releasing the steering axle just as you do here. A much smaller set up but the same principle. A customer failed to do this and royally screwed up the front of the machine. Not a good memory….lol
Oh I love hearing the similarities in different work spaces! Yes! Totally the same concept! And that stinks about the damage :/ That is something we are highly aware of. We do not want to cause any aircraft damage!! 😁
One way or the other, you always leave me with a smile when I see you enjoy your job. It's also great to see first hand how a push back, and other platform related jobs work. Have a great day ;-) Greetings from The Netherlands.
Found your site today. Very much appreciate the hard work you and rampers do to keep us all safe and moving. Just subscribed and watching all of your videos. Amazing dedication!! Keep up the great work it is very much appreciated!!
@@ladyandtheramp I believe Phoenix rarely get rain unless it’s a heavy monsoon rain ones have you ever dealt with these weather before when you work out around airplane like these monsoon rains?
Hi Jessica, another great job made for you. In you personal life or job the people call you as Jessica or Jesse once in the USA people has the culture of name's reduction. Kisses from Brazil.
love it love it,if I could just push one back I'd be a happy camper!you may be filming,but I se you are very much alert of everything,your expertise is noticed!
Good question about the size of engine the push tugs have…I will have to find that out from our ground equipment mechanics! I am communicating with the pilot through the comms cord. And he receives push clearance from the tower. I can also communicate with the tower (for different purposes) through my radio I wear.
Now if you have a steady foot to use the brakes and accelerator then it really helps the flight crew so that you make sure that the premium class passengers don’t spill their pre-flight drinks all over themselves! Makes for great comfort and customer service if you can do it quickly and efficiently and smooth enough where the flight crew won’t be thrown onto the floor when they are doing their pre-flight safety demonstration
😂 that is so true! One of my pushback instructors taught about feathering the brakes and easing into and off the gas…so as to not do any type of abrupt movements! But I never thought of the drinks! 😁😁
I've heard you mention the bypass pin a bunch of times, but what does it actually do? I assume that it disengages the nosewheel steering from the cockpit or something like that?
Oh you are correct! I should explain that on the video sometime! Thank you! Yes, the bypass pin, bypasses the hydraulic system and gives the ground crew control of the aircraft. Once the brakes are set on the aircraft, the crew member pulls the bypass pin….returning control to the flight deck 😁
I was hired as part of the crew. There is a lot of on-the-job training, but not specific background. I actually have a degree in Physical Education and coaching. (but no degree is required).
Hello Jessica! I've been watching your awesome videos for a while now and have subscribed to your channel. Through your videos I have a greater understanding and appreciation for what the ramp crews do in prepping these planes for departure and flight. I'm really amazed/impressed with how you move the plane around with the "Tug". That is some awesome manuvering getting it from the gate to the taxi way. This leads me to this question. Are their instances or situations where a plane backed itself away from the gate and to the taxi way? I know the planes can do that as I've seen it done at Columbus and other airports. Have you seen a plane back away at Phoenix? Again awesome videos and keep them coming! 🙂
Thank you so much for watching and subscribing! I appreciate it! We have never experienced an aircraft backing up or pushing away from the gate by itself! That would create high alarm and panic here in PHX! 😁 our procedure is always to push the planes back to where we are instructed so the engines can start and the aircraft can move in a safe manner without jetblasting any people, equipment, etc… or causing any aircraft damage due to hitting the terminal, other aircraft or equipment 😁
@@ladyandtheramp A long time ago I was at Tampa International waiting on my flight to Columbus. I remember seeing/watching an Eastern Airlines Boeing 757 back itself away from the gate. It was raining and some water had collected on the ramp. The 757 engines created it's own rainstorm blowing that collected water back towards the gate and the terminal building. Some of it splattered on the windows. Sadly Eastern Airlines is no more.
Good question! I need to do a video on that! The bypass pin…bypasses the hydraulic system to allow the ground crew to control the aircraft movement. Once we finish the push and request to have the pilot set breaks. We remove the bypass pin from the nose gear and returns the control of the aircraft to the flight deck 😁
We are trained extensively on the ingestion zone of the engines. On how to stay alert of the beacon light. Of listening and watching the engines spool up and down… Safety is always a top priority! 😁👍
Hi, Love your uplaoads! In am wondering why still using towbars? Here at Schiphol Amsterdam Airport towbarless pushing and towing are almost standard for quite some time. It is lifting the aircraft, no tow bar needed. Greetings from Amsterdam
The ground crew is subways notified of when the engines are turned on. The pushback driver actually clears the pilot to start the engines. The crew is trained to stay clear of the ingestion zone. The nose gear is not in the ingestion zone
I think it would be hilarious if you went over to the Southwest Airlines side of the terminal and moved their planes around. Perhaps you could really prank them by pushing one of their planes to the top deck of the East economy parking lot. Just a thought.
Hello! 👋 Do you mean the red/orange cord between the aircraft and myself? It is the communication cord between myself and the pilot :) Or do you mean the red flagged pin? That is the bypass pin that bypasses the hydraulic system of the aircraft to give the ground crew control of the aircraft so we can push the plane back. 😁
Jessica, what is the Horse Power of that tug, numbered PS285 that you are using to push the A321. I like to know how many horses you are controlling-😊😊😊😊😊😊😊😊🤣
Every station does it differently. But here in PHX, the crew chiefs typically push. That is one of the main reasons I became a crew chief…because I wanted to push the planes 😁
Hi Kenny! You live up in the beautiful pines! Just a little jealous! Especially in the summer time :) And no, the tugs are not air conditioned…at least we have never turned it on. The tug doesn’t have doors on it. I think I will go double check now! 😂
@@ladyandtheramp I agree ms Jessica, it’s right up in hills from you, any time hot down there come up here. Please let me know if possible. I have forest behind my cabin. Again good job
@@ladyandtheramp does it matter when tugs get used ms Jessica? Be open or closed? If closed no air must be difficult during summer, at least open would little bit better.:-)
It is our company’s policy to have 3 crew members push back the aircraft. One pushback driver and 2 wing walkers. Our mechanics have the same policy when pushing or towing out of the hangar. I think the top priority is safety and to not have any aircraft damage. Here in PHX we work in tight spaces, with lots of other aircraft nearby, crew member, equipment and the concourses. 😁
There are only 2 sear pins on the tow bar. They are labeled by the red/white stickers. The sear bolts are the smaller two of the bolts. The larger ones hold the head piece together and allow the face to rotate if the seat bolts ever do get broken. Overall, another incredible video
As a fleet service agent. We have a crew or a team that brings the flights in and pushes them out. We have a crew chief that manages the team and the load plans for each flight. There are specific responsibilities that the crew chief has that vary from the crew member.
Oh that is interesting! Typically, with my company, they spin #1 first because our wing-walker approaches from the engine 2 side to pull the bypass pin and disconnect the tow bar. The pilot side wingwalker is the one who holds up the “X”. How does your company do it? 😁
@@ladyandtheramp Usually as soon as the pilot gives ground the clearance and the push back starts #2 will spins up once is clear at a distance. I probably should pay attention 😁. But those are more ramp ops. I am line maintenance so i don’t push back a/c much.
@@ladyandtheramp I believe #2 engine usually start first because of hydraulic system on both Boeing and airbus to get hydraulic fluids to start flowing ( my guess )
That seemed like a habitual tap of the tow bar blank and I see many other paint chips in the same area you tapped? Is there an actual reason for this behavior or is it a thing your just taught like a superstition thing?
Oh wow…I see how you could think it is superstitious 😁 But everything I am touching or looking at has a purpose on making sure all things are in their place and in working order.
At the end of the airplane reversal from standstill, why does the tug pull forward for a short distance before disconnecting the tow bar? Or is this just a coincidence? ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-KmtBCY46Ssc.html
Good question! In this specific push/pull…the reason why I pull forward is to create distance between the terminal behind the aircraft. So that when he starts his engines…it doesn’t jet blast that terminal.
So, the first inspection is done by the mechanic, the second is done by the pilot monitoring and the third inspection is done by you, redundancy at work.
I heard that, at LAX, arriving aircraft are not allowed to pull into the gate under its' own power. Pilots have to stop the aircraft on the taxi ramp, shut down the engines, and the tow tug has to pull the aircraft into the gate.
Oh wow!! I haven’t heard of that before! But that would awesome! That is my favorite part of the job! We have some fellow employees that have transferred from LAX! And might have to ask them about that!
At our company, there is not a policy regarding specific type of foot wear. In PHX, we walk a lot. Our assignments can take us to varying concourses and there is a far distance to some of them. :)
FOD is a constant battle. The ramp had the responsibility in the gates, but another entity is in charge of all the rest of the area. And since it is in alleyways that are bound by concourses on both sides…sometimes the jet blast blows stuff all over to the other side. Regarding the hats, I have heard that from another viewer who served in the military. But with our company and it extremely hot environment, hats are allowed. And actually encouraged to help us to stay protected from the sun. ☀️
@@ladyandtheramp hey thanks that's amazing, you are fabulous.... I was thinking more in the way of your mobile phone filming etc, it's pretty decent that the company lets you take that onto the apron.... btw - the juice cart! LOVE IT!
I am a big fan of the juice cart! Regarding the phone…all the mangers and crew chiefs use their phones often. Calling dispatch or staffing or looking for personnel…calling the load planner, etc… the phone is a necessary part for our communications :)
