@@ladyandtheramp You're very welcome! Can you use the same pushback tractor/tug on Boeing, Airbus, Embraer, etc. planes, or does it require a different attachment/adaptor for the different manufacturers? Can you use the same tug utilized on a 737 on a heavy, like a 777?
I struggle to reverse my car with a small trailer. This person pushing a giant plane and nailing it first go. It’s a pleasure to watch a skilled person operate.
Thank you for sharing. I've always wondered how that worked and this video answers that question. Thank you for all the work that you do. The ground crew deserve a lot of kudos.
Nice Push Darlin! Sweet! Straight on that line. Impressive! I used to do this back in 1999. The scariest pushback I did was the A330. I did it smoothly but man it was nerve wrecking. When they fire up #1 &2 engines they actually slow ya down a little so being easy on the pedal for a nice consistent push can be challenging at times. Nice job my dear. Great clip.
Jessica, Great smooth push back of the 737 , right on the center Taxi Line. I worked as a Fleet Service Clerk out of Boston's Logan International Airport for 15 years, from 1989 to 2004. This bring back a lot of memories of the hard work , dedication and team work involved in making this operation run smoothly and efficiently. Jessica , I wish you and your crew at Phoenix a long , safe and healthy career at the best Airline I had the pleasure and privilege of working for, American Airlines!
@@ladyandtheramp, Yes, each gate has their own crew chief and 3 man crew( Used to be 6). We have our own gate house. bag drivers(ABR) have their own break area, but go anywhere they want. Each gate crew handles their own gate activities, except LAVS and cabin cleaning.
Maybe you've done it already, but I suspect that you'd be right at home on the deck of an aircraft carrier ensuring the jets get to where they gotta go and nothing gets damaged. And of course with all the hand signals on the ship, again, no big deal for you. Like all professionals, you make it look easy. Those of us who don't do your job, well, we know it's not as easy as it looks.
First, I love the name of the page. Very creative. Second, as a pilot and lover of heavy aircraft, you've got a great, up close job with these aircraft. Most people never get a chance to be this close and who never hear the bleed air start up an engine.
@@ladyandtheramp I'm a glider rated pilot, but I thoroughly enjoy walking around and under large aircraft. Mine is a more peaceful sport. At best, I'll get a John Deere tractor, driven by an older guy, with silver hair showing from underneath a baseball cap, to pull me out to the staging area while I hold onto a wing to keep it level. No tow bar, just a rope! It's beautiful to soar under large CU's, using air currents and your weather wits.
I’ve worked on aircraft all my life working on the engines as a fitter…. I’ve also done Baggage handling and push backs … This was a great pushback … always good when you have a good team working with you … Well done ❤️
@@ladyandtheramp ….Just stumbled on your vlog …. I shall be tuning into your videos ….The weather makes all the difference to our job…..Damp and dreary here at Liverpool Airport 😂😂
That's interesting. I was wondering exactly how they park a plane. I flew American last year from AK to SC on an A321 neo and really enjoyed our entire trip. The employees at American made our trip a enjoyable experience.
That was one of my daily functions until I retired from American Airlines (CLT) in 2020. That's one of the more interesting and challenging activities, especially when pushing A330's and other wide bodies (and at night! ) One of the high points of the profession. 3:27
Oh that is awesome! I really want to push a wide body. In our station, we get just a couple a day. So there is only a small set of people who are wide body trained. But I am on the training list! I have not seen an A330 come in here yet. Only 777 and 787. I bet nighttime was challenging. Does CLT push to lines or specific spots?
@@ladyandtheramp Nope, and the ramp taxi areas on D-con and B-con are pretty restricted, there's just enough space to complete the turn out of the gate (usually) that it's not really necessary, at least as long as I can remember. That operation (and my colleagues) is mainly what I miss. Good luck to you, you'll stress a bit in the beginning but that will pass. !......wait until you have to pull one back to the gate in the dark after a failed engine start.?..a little more dicey, more satisfying though.
For a passenger, it's just a small vehicle pushing the aircraft. Never imagined that this activity also requires training, precision, and skill. Very well done. I am highly impressed. Thank you for sharing this video.🙏🙏🙏
@@ladyandtheramp and the red springy cable thing connected to the plane and yer push-back vehicle -is that a deadman or an intercom? Super interesting stuff!
I will pay extra atention on the airport floor signs on my next trip. Amazin to notice the line, turning point and stop point that the lady has to follow. What a amazing job. Congrats!
Hi, the video looks cool and the nose gear was perfectly lined up at the taxi line which means a perfect pushback. I always appreciate and respect ramp agents. I know how tough it is. Thank you for your work!
I got fired from JetBlue because I pushed the plane back and I hit another plane because I wasn’t paying attention to the pilot. Plus I came in drunk that day. Oh well, but at least I got to enjoy the 2 weeks in JetBlue! 😊
In our procedures and policies, they have us set brakes, release the tow bar from the aircraft, pull the bypass pin, then remove comms with the pilot. I think there are varying ways to do it. Since I have heard other companies do things slightly different. What is your experience?
Hi, just for info, in the UK, or at Newcastle to be specific, procedure is: once push is complete and parking brakes set. 1 chock at front of tyre 2. Pump bar wheels down 3. Disconnect bar from tug 4. Disconnect from bar from aircraft. 5. Tug reverses and driver connects bar to rear of tug 6. Headset person removes bypass pin and disconnects headset, takes the chock away, 7 signal to flight deck, waves pin, or the chock if you forgot which hand carries which!
Single point disconnect (as shown in the video) is the best way. Better to have an occasional shear pin break (sounds more like an issue w/ preventative maintenance or proper gauge of shear pin in my opinion) than the risk of injury presented w/ two point disconnect. You need to minimize the time you’re next to the tug during this process. Well done on the push and disconnect 👏
Yes! We have a training period of like 6 weeks where we are with a mentor/trainer. At the time I was trained, pushing the planes was a separate training.
@@ladyandtheramp Check this one, operating this pushback with a retiring Delta Captain. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-pQIUb8YLIOw.html
Thanks for the peek at the operation. One question; The umbilical to the plane is it communications to the flight deck only or do you have any control over the jet's brakes? Not that you probably need it, since there is enough mass in the tug to stop the slow-moving dual.
You are correct…it is the communication line to the flight deck. We let the pilot know when to release and set brakes of the aircraft. But the pilot controls that :)
question: as a push back operator, is that your only responsibility/job? you go around the ariport pushing back? or do you also have to load the plane and do other duties??
We work in a team and work the entire flight. And you are correct, regarding all the other duties…loading the aircraft, hooking it up to ground power, filling it with water, etc…
Did you learn on a simulator or did you just jump in and start pushing back heavy metal? Can you get jack-knifed like backing up a long trailer? Great video. Thank you!
Parking Breaks Are Set!!! I'll See You Out Front!!! Thanks Allot!!! Nice Job!!!......................I Have A Salute.......Lets Go !!!!!!!!!!!!!!!!!!!!!!!!!
You remind me SO much of Bridgette Wilson that it was bothering me the whole time I was watching you nearly one-shot the pushback. Such a cool job you do!
Very interesting! I never thought about what’s involved with the pushback. Obviously, the driver really has to be on the ball and know what he/she is doing. Much respect!
Great work. Interesting in the uk the tug driver would disconnect, put the draw bar behind, then drive to a safe distance before giving the pilot the all clear to set off.
