I am not a pilot, nor a pilot in training, I'm not even a frequent flyer. But I will say, I enjoy learning about the specifics on the aviation industry and have a high respect for everyone that works in the industry.
Next time I will fly, I will have the enormous advantage of having seen all CaptainJoe-, Mentourpilot- and 74Gear-videos about aviation, so that is almost like being a pilot without the actual training. And I will study the safetyprocedures carefully.
The point of view of a marshaller is so amazing😍 Seeing hundreds of tons of metal approaching you at a very slow speed, obeying to your commands, must be an amazing feeling
If you buy the proper type and keep then until inside your good, but i suggest to all the new hires to wear ear plugs inside the bag room, because of the constant noises of the machinery@@robertsantiago953
I'm a Marshaller at UPS worldport at SDF in Louisville KY., and we have both remote parking and pull in docking. At the pull in docking we stand at the line and our partner holds a button that turns a red light off. When the plane gets to the line we drop our hand and signals the button person to let off. It's very difficult to learn how to be accurate as each aircraft is moving and stopping at different speeds, but we take great pride in our job. Thanks for the upload!
As a lineman at a local airport, I wanted to thank you for this awesome and insightful video! I love my job, and glad to be able to show people what I do 😊
Fun story, came into Newark Dec 2020, Int'l landing, no airline mentioned :), we were over an half hour early, taxed in and airplane, 787-10, got to a stop, now nothing happened for about 10 min, after some time now flight crew told it was an issue with connecting the ramp to airplane. After another 15 min they said they were at the wrong spot for the airplane and Capt came online and said we would be towed to the right spot. Another 15 min was gone, so yes our half an hour earlier arrival was completely 'eaten' up. :)
I absolutely love these types of videos that include marshaling and the ground crew. I work on the ramp for one of the major shipping companies and it's so cool to hear a pilot talk about what we do and all the systems at other airports that help pilots and other ground crews.
@@ChrisJohnson-hk6es Exactly, also not every location, where Delta normally parks, is automatically a Delta location. In the US, yes, in Europe absolutely not. In Europe, Delta can be parked at any stand cause the gate planning is done by the airport or ATC, not the airline.
My first airport was located in the winter snow zone of the US. We were assigned a single gate, which for us was a end gate on the east corner of the concourse. As such, we were taught to learn spatial orientation for all a/c types we would work to be able to place them without the benefit of lead in lines that may be concealed by snowfall. Further, due to our flight schedule, we would often place multiple a/c (up to 5 at one time) on a gate with only two lead in lines painted. We would have two parked while we would then tow in the remaining RONs placing them in the functional operational departure positions. Additionally, we had three further planes from another airline just in front of us on the east side of concourse and a further two to three on the other gate to our west. Thus, we could have up to 11 planes (mix of regional and mainline) taking up only 3 gates all at the same time. Positioning was coordinated by full cooperation between the three airline ground crews so we could all operate safely and efficiently within this operational confine. All of those planes (except one) would all leave within 90 minutes of each other. Our positioning was such that only 3 required push back while all the rest were turn outs. Further, we had great flight crews who understood our operational dynamics and worked well with us keeping the dynamics of the ground flowing without incident or hickup. And, quite frankly, it was a great way to learn the job. You learned far more than just hand gestures and yellow lines which served me greatly at my other airport I worked at in the south. When I moved south, the ground crew were only able to use lead in lines and never could think outside the box when we encountered a flood of diversions due to weather. They laughed at me for my lead in hand signals because I would hold my arms stretched straight out with the wands in my hands where they held theirs tightly in front of their body. Because we didn't have the benefit of visible lead in lines up north much of the year plus the non-traditional spacing, we would get the taxiing a/c pilot's attention with the standard gesture for "this gate." But then with our hands held straight out, the would then guide their plane to the point that they were going to align with our body as the lead in line. Thus no matter what orientation we stood in, they would taxi to allow their swing arc to align with our body as they followed the traditional marshaling commands. One day, we had a mixture of 9 mainline narrowbodies and regionals all diverting to our airport in the south within a short span of time where we only had two bridges and one ground gate with 3 stands. My boss came to me and said, I need YOU to take command of the ramp and get the spacing identified to get as many in at one time as we can. She knew her local team couldn't do it. She handled our ops radio and as each called in range, she would inform them of our planned non-traditional parking that was planned and to follow my commands and she told them I was from my airport in the north. Only one captain was hesitant. All others said if I was from that place, they had confidence in the plan. We had the reputation and it was known system wide. That one captain was a new captain of a CRJ700 who hadn't worked in our airline system for long (transferred from another major's flight system his airline was contracted with.) I lost count how many coffee's I was given once they were all settled in. Getting them all in was easy, it was repositioning some of mainline planes to and from the gates as their dispatch order was not in the order we parked them. No one but my boss believed I could pull it off, but thanks to my northern thinking outside the box training and experience, and some good spatial orientation, it all worked out time and time again. Man I miss the fun and pressure of the job. One time we broke a tow bar for a Mad Dog. The plane was all the way up to its stop line at the gate. The boss wanted to delay the flight and I said no, I can turn it out. I went up to the captain, told him what I wanted him to do and he looked at me like I was stoned, until I asked him if he ever flew into my airport up north. You're from there, OK. I had airport maintenance remove the safety stops from the bridge, moved it up against the building, got all the ground equipment far away, positioned 4 rampers/supervior to be hand off marshalers while I walked in view to oversee and then took the last marshal position as each of them then became wing walkers/watchers. As he taxied out, I went inside and met the airport manager with a very pissed off look on his face at my gate. Apparently I scared all the waiting passengers in the terminal when the windows started vibrating in their frames from the blast of those ol' JT8s. Before he could give me a lecture, I said to him "Hey, now you know for sure your terminal is hurricane proof" as I walked away never giving him a chance to say anything. LOL. As much I am glad I'm a Midwesterner (values/culture, etc.) and as much as I hate having been raised in the snow belt...I am so thankful that it has taught me skills that you just don't learn when living in warm weather year round. I AM NO ONE SPECIAL! There is just no better learning experience for a ramp rat than working in the snow belt and unusual operational environments that aren't covered in "the book."
Captain Jeo, I use to park the Airplane for U P S on the ground we already write the type of Airplane type number down. I just keep uase my 2 strobes light shaking over my head , when I see his front wheel contract the number then I close my 2 strobes light and that mean ready. It's fun and feel the responsibility to park a big Airplane. I I love it
In addition, some airports (such as mine) has the docking system connected to the CDM system so that times are displayed on the docking system. In addition to the things Joe mentioned, the display will show the EIBT (CDM speak for estimated in-block time, formerly known as ETA) so that all ground staff can see it with a quick glance. Once docked, the display will show times such as a countdown to the TOBT (target off-block time, formerly known as ETD) so that both cockpit and ramp easily can see the latest update. And if you would happen to be delayed, and there is no new TOBT, it will starting counting upwards, just to create that little extra bit of stress. ;-) That old board system at TXL, that's something else!
I use to work for United Airlines when I was younger and I use to be a receiver and dispatcher for the planes. It was a fun job to do. I use to push back A-319, 737, 747, 757, 767, as well as the 777. So watching this video I knew what Captain Joe was talking about. In fact right before I left united one of the gates at Dulles International was trying out one of the guidance systems for the bigger aircraft. This was a great video.
Thank you so much for these videos! I would love to see more videos where you interview people doing "behind the scenes" jobs like a marshaller! Keep up the great work and stay safe!
Awesome, next time I get to LAX I'll look for those electronic Marshaller Systems. You totally gotta love the Marshaller's though. When the salute the plane as it taxi's away, a real class act.
Modern planes have a lot of Hi-Tech Equipment onboard, and if ultimately the captain(Who is sitting inside the plane) is responsible for safe parking, doesn't it make more sense for airplanes to have some sort of camera-screen monitoring sort of equipment (something like a car backup camera) inside cockpit instead of relying on external guidance?
Well yes, but every aircraft would have to be equipped with it then. Imagine all the cost not only of installing and training these systems but also maintaining them. Then what do you do if you have no external system anymore and the aircraft internal system fails? Of course you could ask for ATC and I understand your thought. It's a pretty good question to be honest and I'm not a pilot. But just judging by logic sense, I would assume that it would be much harder to install and maintain multiple systems in aircraft rather than just one on the parking stand. Wishing you all the best Your Noah
The captain is responsible for the safety of the plain, not for parking inch perfect without help. You should interpret that as: if the captain does not trust the situation, sees possible danger or suspects the automated systems to not work properly, he is responsible for stopping the plane and ask the ground crew for help. It will not be okay to ride over a baggage truck and the captain then saying "yeah but the system said I needed to move forward so I did lol". The same with car navigation and driving. Just because the navigation tells you to turn right it doesn't mean you do not have to watch the mirror and follow traffic signs.
Well on some planes there are cameras pointed on the nose wheel to check the center line position, but it's ultimately an option for airlines and airlines will tend to save a buck rather than put on extra cameras
I have some questions about the stand markings at 1:06. What is the long, yellow dotted line diagonally crossing the stand and why does it extend so far behind and in front of the stand? Why is the last stop line, closest to the terminal, not perfectly perpendicular (it's not 90 degrees) to the lead-in line and why is it longer than the other stop lines? Why is there a small area with no paint approximately a meter in front of (towards the terminal) the black box with the number 16? The red and yellow lines just stop here and continue on the other side, leaving here tarmac. I know these are kind of weird questions, but I'm curious and I can't figure it out. Thanks.
Goo stuff,Cap! Brings back memories from the 90's at SFO. Used to work ramp and did everything from marshalling to pushbacks to gate agent. Loved that job. For the most part the pilots paid perfect attention as they should be. I can only think of a couple of times the marks weren't hit where I had a tough time moving our old-school jetway. lol
Besides keeping the boarding bridge within limits, another factor is the fuel pit location, particularly with respect to the aircraft's lower cargo door. Gotta keep the belt loaders and K-loaders away from the open pit and the moosehead connection. Other considerations are tail clearance from the vehicle service road, wingtip clearance when adjacent gates aren't parallel with eachother, and some cargo operators look for alignment with fixed roller beds and nosegear hold-down straps.
Sometimes I love the differing "kill / shut down engines" signal. The classic "cut throat" signal, deemed unsuitable elsewhere, so in Japan, the marshaller bow, and the rest of Asia follow this practice.
I work in general aviation and marshaling signals are at the most importance cause our tarmac can turn into a parking lot with so many aircraft coming in and departing at one time. Sometimes you need to navigate the aircraft through a maze of wing tips to get them to their final parking position.
I recognised that Polizei location from my time working at DUS as a crewplanner out of the AB offices as i would walk past it. TXL was an interesting one for sure.Great video Joe.
I'm a ramp agent and I wanted to see the other systems that you use. At my airport, we all do everything. Bring you in, hop in the bin, run bags to places, all of it. But what you said about us doing it in all weather is so true. It was windy one day. Then it started to sprinkle, then BULLET HAIL came. Little bits of hail accelerated by the wind. Then it turned to super heavy rain. Then it was clear. In the span of 10 minutes
It's great to learn about this aspect of the airport and aeroplanes. I admire the marshallers, they look great, and I can't imagine how they feel with those huge planes coming at them. Sometimes it looks like a sort of ballet. Thanks, Captain Joe.
Hello Captain Joe! I am very glad you are in Brazil now. Too bad the weather is not helping much and São Paulo State is in lockdown right now. But, if it happens you are around São Paulo City, it would be lovely to have the chance to bump into you as tomorrow is my birthday.
I think they don't use cameras for this purpose because although that might be fine to maintain the ramp centreline but an additional system still is required to anticipate the correct stopping point for a particular airplane. Also, engaging the pilot's view straight through the window should give pilots the opportunity to keep scanning the vicinity for obstructions as they move into a rather enclosed area. Engaging their view to a screen in the cockpit may not provide such an opportunity.
When I was a USAF Crew Chief one of our biggest gripes was why we had to be out there marshaling our plane in as the pilots never followed our directions anyway.
Soon you'll have 1.5 M subscribers, why, because you are among the best of the best aviation channels. Well done Captain Joe. Congratulations and best wishes always.
As I am watching videos of few pilots, recently I came across this marshaling. You have explained clearly. I am learning as I keep watching videos. I am not a pilot or anything, just a common person, but interested in these things
a couple of other points are that the speed of the hand/arm movement of the ramp marshaller should also dictate the speed of the aircraft so your arms should move at a rate fast enough for the pilot to notice when you want him/her to slow down as you slow your arm movements and also any of the electronic guidance systems are very hard to see if the sun is rising or setting and is low on the horizon and is directly behind the aircraft shining onto the guidance system
The downside to these is that they require the aircraft type & series info to be entered by us ground crew prior to the aircraft entering the stand. The small lcd input screen is completely non usable in bright sunlight & entering the wrong info results in a STOP signal. If the pilot enters the stand too early or too fast the system can not be reset to the correct aircraft type, requiring a marshaller to be called. The laser requires constant calibration, when calibration is incorrect the system can not “see” or confirm the aircraft type and gets stuck in a search loop. It will also incorrectly report stand blocked for no reason. In comparison the old Agnis light was great for us as it had one on button and no need to know which aircraft type/series was due to arrive. Though one pilot parked the no.1 engine on top of and squashed our new baggage truck many years ago. So the Agnis lights and even the giant mirrors were fazed out in favour of the laser guided systems. Fun fact is that the system likes to tell pilots off by displaying in giant letters “TOO FAR”, “SLOW DOWN” etc. 😂
The hi-tech solutions has obvious benefits but the lo-tech solutions are fascinating. No computers, no sensors, no electronics, just lights, slots, plates and some markings. Btw. I found a video of a Thyssenkrupp A-VDGS system that uses the Moiré effect (Inogon leading mark) for centreline guidance.
When I worked on the cargo ramp in the 1991, we used 3 marshalers. We used handoffs and we had a signal for the handoff to the next Marshaller. If the pilots’ turns were not precise, it would take 10 minutes to get everything repositioned.
I used to work for SWA as a ramper. I remember the first plane I marshaled into the gate. Up until that minute I thought 737s were small. I held my breath until the plane stopped, hearing an experienced ramper yell out "You did good!" and relieved I hadn't caused the plane to run into the jetway or anything else, LOL.
I once had a pilot say he didn't have enough power to come into the old LGA gate ended up having to tow him in tractor got stuck on the gate yay equipment we couldn't use
Gate C1, MSP. An old stationary jetbridge with only a telescoping cab. This gate was good for multiple mis-parks everyday. Nothing you could do when the aircraft was creeping towards the stop mark, you cross the wands, and the flight deck rolls another foot and a half. On one such occasion, I threw the wands into the air and simply walked away. No chocks in signal, nothing.
Some planes have a camera above the nose gear so the pilot can see the lines and drive into place without a marshaler. The image shows up on one of the displays when activated.
Unless the camera is looking straight down, it will be difficult to stop on the required aircraft type line. I haven't seen any aircraft use that camera for parking, but it could be somewhere.
Hello Captain Joe. I am your big fan. I have a question for you and I would like you to answer my question. I hope you read my comment. My question is that why don't Air plane have a mesh or cage kind of thing infront of the engine to stop birds or any other obstacles from getting into the engine?
Very good video with very clear explanation and easy to understand and very detailed. I really like this video. can see the process of the plane that will park at the airport. thank you captain joe. 🛬🛫👍👍😀🌏🌎🌍
Way back in the early 90's I worked for Skywest at KTWF. Did marshaling, baggage, and de-icing. At the time it was only Embraer 120's and Metroliners (Metro III) but one day for some reason we had several larger aircraft diverted to us. After being so used to the "little planes" it was unnerving having 757's and MD80's coming at you. LOL One windy rainy day I was marshaling in a plane and I looked up and saw 2 ATC's up in the tower pointing down at me. After the plane was parked I went in and called the tower to find out if something was wrong that I may have missed. The guy said, "No! We were just laughing at you getting soaked." Smart-Asses!!!!!!
Thx cpt Joe ! Interesting ! Very sharp explanations! No questions, Please notice that helicopters have also their own systems (gnss based), those ones may be adaptative and may assist the pic on short final as well, Best !
I used to be a Marshaller in the Air Force. I was part of the Military Air Transit. I actually liked this job but, especially with the old C-160, these jet-stream exhausts were pretty heavy.
Greetings from BOS Captain Joe. Ground crew here. Parked many jets at Logan. It's fun work. Although it tends to be a little challenging when conditions are icy and snowy but someone has to guide you guys in :-)
How about putting a small camera in the nose wheel well looking down at the front of the wheel? With a display in the cockpit, the pilot would be able to see and follow the lines. There could also be several such cameras mounted on the outside of the plane giving the crew a real time look at their engines, control surfaces, etc. Also wingtip and tail cameras to avoid running into objects on the ground.
Welcome to my city Captain! 🇧🇷 How lovely!!! 😍 I’m always waiting for the Queen’s arrivals. Now I know for sure that could be you flying her! ☺️ Great video by the way 👏🏾👏🏾👏🏾
When I was Active Duty US Air Force I used to Marshal the C5 Galaxy, that plane makes you feel so small. I was assigned to a C141 unit but sometimes we parked other Aircraft. I finally got to work on fighters which I preferred, the F15 Eagle and my last aircraft the A10 Thunderbolt II or the Warthog as we called it.
My son is a Marshaler in Sanford, Fl. Thank you for giving all these folks around the world a shoutout.
I wonder what would happen if the pilots didn't slow down and he was in the way?
@@theenzoferrari458 you really dont know ?
@@theenzoferrari458 Tbh he can run away since the plane is slow
@@aim1ess941 wait uh minute. 🧐 so he can't push some kinda button that makes it stop? Seems kinda suspicious. 🥸
What is the salary of air marshaler.
I am not a pilot, nor a pilot in training, I'm not even a frequent flyer. But I will say, I enjoy learning about the specifics on the aviation industry and have a high respect for everyone that works in the industry.
Next time I will fly, I will have the enormous advantage of having seen all CaptainJoe-, Mentourpilot- and 74Gear-videos about aviation, so that is almost like being a pilot without the actual training. And I will study the safetyprocedures carefully.
Well said
Ditto!
The marshaller and flight crew all working together to park the aircraft safely 👍
Then along comes the catering truck 💥
[catering truck] perfect! Right where I wanted it
Stellar comment, Wonk‼️ Love it‼️😂
@@Glen.Danielsen thanks Glen, you're pretty cool yourself
Catering truck delivers illuminated bacons. Yummy 😋
Is that a SAAB Vigen?
The point of view of a marshaller is so amazing😍 Seeing hundreds of tons of metal approaching you at a very slow speed, obeying to your commands, must be an amazing feeling
Except when they aren't coming in at a slow speed and you feel like your about to be run over by a 767 or better yet 747
@Stephen Graham
Even with earmutts must mess up your hearing in the long run i bet .
If you buy the proper type and keep then until inside your good, but i suggest to all the new hires to wear ear plugs inside the bag room, because of the constant noises of the machinery@@robertsantiago953
As a ground marshaller, I’m always ready to throw my wands and run when I see the pilot and f/o arent slowing down 😂
Anyways, love your vids sir!!
I am to 🤣😂
You should throw a wand at the windshield when you want him to stop
@@348frank348 effective
They really do what ever they want
You guys really need to be out there regardless of the cold? 😫
Well here comes my weekly dose of Captain Joe
:-)
Yeah
😃😃
I'm a Marshaller at UPS worldport at SDF in Louisville KY., and we have both remote parking and pull in docking. At the pull in docking we stand at the line and our partner holds a button that turns a red light off. When the plane gets to the line we drop our hand and signals the button person to let off. It's very difficult to learn how to be accurate as each aircraft is moving and stopping at different speeds, but we take great pride in our job. Thanks for the upload!
0:26 always gotta love Captain Joe's unique and funny introduction! Love your vids! Keep it up!
How nice to hear that! I'm writting down from a town named Sorocaba, just 60 kms south of Campinas. You're welcome here! Hope you enjoy your stay.
Despite the Pandemic of Covid we're going through.
When you're a plane, you just park yourself wherever you want.
In the side of the mountain, the plane doesn't care.
As a lineman at a local airport, I wanted to thank you for this awesome and insightful video! I love my job, and glad to be able to show people what I do 😊
I live in Campinas Brazil, right next to the airport as well, about 15 to 20 minutes away
I always find plane parking soooo intriguing and so clever. It's my dream to be in a cockpit. One day is one day😊
Isnt that what the 911 guys said, before they parked it into a building?
@@reconx86 😅😅
Can a passenger land a plane?
CJ: No!
Can a subscriptor of CJ land a plane?
CJ: Yes, and park it.
Okay, so that's like a good commenter
They can butter it and then park perfectly
Jajajaja, good joke bro
Highly underrated
Fun story, came into Newark Dec 2020, Int'l landing, no airline mentioned :), we were over an half hour early, taxed in and airplane, 787-10, got to a stop, now nothing happened for about 10 min, after some time now flight crew told it was an issue with connecting the ramp to airplane. After another 15 min they said they were at the wrong spot for the airplane and Capt came online and said we would be towed to the right spot. Another 15 min was gone, so yes our half an hour earlier arrival was completely 'eaten' up. :)
I absolutely love these types of videos that include marshaling and the ground crew. I work on the ramp for one of the major shipping companies and it's so cool to hear a pilot talk about what we do and all the systems at other airports that help pilots and other ground crews.
Delta airlines has a gate safe automatic parking system.
Not all Delta locations have it.
@@ChrisJohnson-hk6es Exactly, also not every location, where Delta normally parks, is automatically a Delta location. In the US, yes, in Europe absolutely not. In Europe, Delta can be parked at any stand cause the gate planning is done by the airport or ATC, not the airline.
“Hey Larry where’s the forklift”
“The forklift? It’s over there”
@Javiator there is the word larry in it. Laugh. That is an order
Hahahahaha
I get the reference
Classic
Ah, the great Leslie Nielsen 😁😁😁🤣😂🤣😂🤣😂
@Javiator search you tube for “airplane forklift”
best movie ever.
Captain Joe is one of the reasons I want to be a pilot
and he is the best teacher ever
@@markpereira3931 I know
Same here!
My first airport was located in the winter snow zone of the US. We were assigned a single gate, which for us was a end gate on the east corner of the concourse. As such, we were taught to learn spatial orientation for all a/c types we would work to be able to place them without the benefit of lead in lines that may be concealed by snowfall. Further, due to our flight schedule, we would often place multiple a/c (up to 5 at one time) on a gate with only two lead in lines painted. We would have two parked while we would then tow in the remaining RONs placing them in the functional operational departure positions.
Additionally, we had three further planes from another airline just in front of us on the east side of concourse and a further two to three on the other gate to our west. Thus, we could have up to 11 planes (mix of regional and mainline) taking up only 3 gates all at the same time. Positioning was coordinated by full cooperation between the three airline ground crews so we could all operate safely and efficiently within this operational confine. All of those planes (except one) would all leave within 90 minutes of each other. Our positioning was such that only 3 required push back while all the rest were turn outs.
Further, we had great flight crews who understood our operational dynamics and worked well with us keeping the dynamics of the ground flowing without incident or hickup. And, quite frankly, it was a great way to learn the job. You learned far more than just hand gestures and yellow lines which served me greatly at my other airport I worked at in the south.
When I moved south, the ground crew were only able to use lead in lines and never could think outside the box when we encountered a flood of diversions due to weather. They laughed at me for my lead in hand signals because I would hold my arms stretched straight out with the wands in my hands where they held theirs tightly in front of their body. Because we didn't have the benefit of visible lead in lines up north much of the year plus the non-traditional spacing, we would get the taxiing a/c pilot's attention with the standard gesture for "this gate." But then with our hands held straight out, the would then guide their plane to the point that they were going to align with our body as the lead in line. Thus no matter what orientation we stood in, they would taxi to allow their swing arc to align with our body as they followed the traditional marshaling commands.
One day, we had a mixture of 9 mainline narrowbodies and regionals all diverting to our airport in the south within a short span of time where we only had two bridges and one ground gate with 3 stands. My boss came to me and said, I need YOU to take command of the ramp and get the spacing identified to get as many in at one time as we can. She knew her local team couldn't do it. She handled our ops radio and as each called in range, she would inform them of our planned non-traditional parking that was planned and to follow my commands and she told them I was from my airport in the north. Only one captain was hesitant. All others said if I was from that place, they had confidence in the plan. We had the reputation and it was known system wide. That one captain was a new captain of a CRJ700 who hadn't worked in our airline system for long (transferred from another major's flight system his airline was contracted with.) I lost count how many coffee's I was given once they were all settled in. Getting them all in was easy, it was repositioning some of mainline planes to and from the gates as their dispatch order was not in the order we parked them.
No one but my boss believed I could pull it off, but thanks to my northern thinking outside the box training and experience, and some good spatial orientation, it all worked out time and time again. Man I miss the fun and pressure of the job.
One time we broke a tow bar for a Mad Dog. The plane was all the way up to its stop line at the gate. The boss wanted to delay the flight and I said no, I can turn it out. I went up to the captain, told him what I wanted him to do and he looked at me like I was stoned, until I asked him if he ever flew into my airport up north. You're from there, OK. I had airport maintenance remove the safety stops from the bridge, moved it up against the building, got all the ground equipment far away, positioned 4 rampers/supervior to be hand off marshalers while I walked in view to oversee and then took the last marshal position as each of them then became wing walkers/watchers. As he taxied out, I went inside and met the airport manager with a very pissed off look on his face at my gate. Apparently I scared all the waiting passengers in the terminal when the windows started vibrating in their frames from the blast of those ol' JT8s. Before he could give me a lecture, I said to him "Hey, now you know for sure your terminal is hurricane proof" as I walked away never giving him a chance to say anything. LOL.
As much I am glad I'm a Midwesterner (values/culture, etc.) and as much as I hate having been raised in the snow belt...I am so thankful that it has taught me skills that you just don't learn when living in warm weather year round. I AM NO ONE SPECIAL! There is just no better learning experience for a ramp rat than working in the snow belt and unusual operational environments that aren't covered in "the book."
Captain Jeo, I use to park the Airplane for U P S on the ground we already write the type of Airplane type number down. I just keep uase my 2 strobes light shaking over my head , when I see his front wheel contract the number then I close my 2 strobes light and that mean ready. It's fun and feel the responsibility to park a big Airplane. I I love it
Thanks Joe, I've been waiting for this explanation since I was planespotting at Heathrow and Gatwick in the 80s! Well done.
In addition, some airports (such as mine) has the docking system connected to the CDM system so that times are displayed on the docking system. In addition to the things Joe mentioned, the display will show the EIBT (CDM speak for estimated in-block time, formerly known as ETA) so that all ground staff can see it with a quick glance. Once docked, the display will show times such as a countdown to the TOBT (target off-block time, formerly known as ETD) so that both cockpit and ramp easily can see the latest update. And if you would happen to be delayed, and there is no new TOBT, it will starting counting upwards, just to create that little extra bit of stress. ;-) That old board system at TXL, that's something else!
I use to work for United Airlines when I was younger and I use to be a receiver and dispatcher for the planes. It was a fun job to do. I use to push back A-319, 737, 747, 757, 767, as well as the 777. So watching this video I knew what Captain Joe was talking about. In fact right before I left united one of the gates at Dulles International was trying out one of the guidance systems for the bigger aircraft. This was a great video.
Thank you so much for these videos! I would love to see more videos where you interview people doing "behind the scenes" jobs like a marshaller! Keep up the great work and stay safe!
Awesome, next time I get to LAX I'll look for those electronic Marshaller Systems. You totally gotta love the Marshaller's though. When the salute the plane as it taxi's away, a real class act.
Thank you Captain Joe. As a marshaller this video helps me explain to people a little bit better how I bring in planes. Stay safe.
Modern planes have a lot of Hi-Tech Equipment onboard, and if ultimately the captain(Who is sitting inside the plane) is responsible for safe parking, doesn't it make more sense for airplanes to have some sort of camera-screen monitoring sort of equipment (something like a car backup camera) inside cockpit instead of relying on external guidance?
Well yes, but every aircraft would have to be equipped with it then. Imagine all the cost not only of installing and training these systems but also maintaining them. Then what do you do if you have no external system anymore and the aircraft internal system fails?
Of course you could ask for ATC and I understand your thought.
It's a pretty good question to be honest and I'm not a pilot.
But just judging by logic sense, I would assume that it would be much harder to install and maintain multiple systems in aircraft rather than just one on the parking stand.
Wishing you all the best
Your Noah
The captain is responsible for the safety of the plain, not for parking inch perfect without help. You should interpret that as: if the captain does not trust the situation, sees possible danger or suspects the automated systems to not work properly, he is responsible for stopping the plane and ask the ground crew for help. It will not be okay to ride over a baggage truck and the captain then saying "yeah but the system said I needed to move forward so I did lol". The same with car navigation and driving. Just because the navigation tells you to turn right it doesn't mean you do not have to watch the mirror and follow traffic signs.
Well on some planes there are cameras pointed on the nose wheel to check the center line position, but it's ultimately an option for airlines and airlines will tend to save a buck rather than put on extra cameras
I have some questions about the stand markings at 1:06. What is the long, yellow dotted line diagonally crossing the stand and why does it extend so far behind and in front of the stand? Why is the last stop line, closest to the terminal, not perfectly perpendicular (it's not 90 degrees) to the lead-in line and why is it longer than the other stop lines? Why is there a small area with no paint approximately a meter in front of (towards the terminal) the black box with the number 16? The red and yellow lines just stop here and continue on the other side, leaving here tarmac.
I know these are kind of weird questions, but I'm curious and I can't figure it out. Thanks.
I like your explanation about everythings of airplane, your explain is very clear and accurate, thanks so much for having this program
Goo stuff,Cap! Brings back memories from the 90's at SFO. Used to work ramp and did everything from marshalling to pushbacks to gate agent. Loved that job. For the most part the pilots paid perfect attention as they should be. I can only think of a couple of times the marks weren't hit where I had a tough time moving our old-school jetway. lol
Besides keeping the boarding bridge within limits, another factor is the fuel pit location, particularly with respect to the aircraft's lower cargo door. Gotta keep the belt loaders and K-loaders away from the open pit and the moosehead connection. Other considerations are tail clearance from the vehicle service road, wingtip clearance when adjacent gates aren't parallel with eachother, and some cargo operators look for alignment with fixed roller beds and nosegear hold-down straps.
I used to work for the company (1994 - 2007) that made the laser units for both RLG and Safegate.
Sometimes I love the differing "kill / shut down engines" signal.
The classic "cut throat" signal, deemed unsuitable elsewhere, so in Japan, the marshaller bow, and the rest of Asia follow this practice.
I work in general aviation and marshaling signals are at the most importance cause our tarmac can turn into a parking lot with so many aircraft coming in and departing at one time. Sometimes you need to navigate the aircraft through a maze of wing tips to get them to their final parking position.
So you were under staffed!
Love your videos. I wish to be a pilot in the future, I get the most inspiration from you and your lovely channel.
I recognised that Polizei location from my time working at DUS as a crewplanner out of the AB offices as i would walk past it.
TXL was an interesting one for sure.Great video Joe.
Super cool tie tack Cpt Joe!
thank you sir, i get more advantages from you following you from ankara aircraft maintenance student thank you.
When I heard PAPA, for a moment, I confused it with PAPI.
"Wait, isn't that installed for final approach?"
The PAPI is installed for final approach helping the pilot put in the correct inputs to stay on the glideslope.
@@a350boss9 They know.
@@a350boss9 I know that. Which is why when he said PAPA, I was momentarily confused, since it sounds so similar.
Awesome video captain Joe 👌🏾👌🏾...very inspiring and educative
I'm a ramp agent and I wanted to see the other systems that you use. At my airport, we all do everything. Bring you in, hop in the bin, run bags to places, all of it. But what you said about us doing it in all weather is so true. It was windy one day. Then it started to sprinkle, then BULLET HAIL came. Little bits of hail accelerated by the wind. Then it turned to super heavy rain. Then it was clear. In the span of 10 minutes
It's great to learn about this aspect of the airport and aeroplanes. I admire the marshallers, they look great, and I can't imagine how they feel with those huge planes coming at them. Sometimes it looks like a sort of ballet. Thanks, Captain Joe.
Hello Captain Joe! I am very glad you are in Brazil now. Too bad the weather is not helping much and São Paulo State is in lockdown right now. But, if it happens you are around São Paulo City, it would be lovely to have the chance to bump into you as tomorrow is my birthday.
Captain Joe is in Brazil, wish I could meet you here, really nice guy.
No matter what, the catering truck is my favorite :)
What a fun, educational video. I had no idea how pilots parked their airplanes. Thank you so much!
I always thought there was a camera system fitted on the nose wheel, or aircraft nose
Right? I figured it was like a back up camera in a car.
I think they don't use cameras for this purpose because although that might be fine to maintain the ramp centreline but an additional system still is required to anticipate the correct stopping point for a particular airplane. Also, engaging the pilot's view straight through the window should give pilots the opportunity to keep scanning the vicinity for obstructions as they move into a rather enclosed area. Engaging their view to a screen in the cockpit may not provide such an opportunity.
There are taxi lights on the wheels which I assumed to be cameras
There are some airliners who has but it's ultimately an "extra" option for airlines.
Welcome to brazil captain joe.
I'm from sao paulo and a big fan of yours.
Thanks for the great video
Love your videos, Captain!
Great vid once again joe!😉😁
Great to hear that you are/were in Campinas - Brazil! That's where I live! Cheers!
Always love your vids! Keep up!
Yesss been waiting all week for this!
When I was a USAF Crew Chief one of our biggest gripes was why we had to be out there marshaling our plane in as the pilots never followed our directions anyway.
could you make video of what the wing type things that are on the inside side of the engine of the 767 400 / 300
I've always wondered what those where
Nice video as always thanks!
Nice Video!
Could you do a video about the check up of a pilot what do they check for your medical? plss
Soon you'll have 1.5 M subscribers, why, because you are among the best of the best aviation channels. Well done Captain Joe. Congratulations and best wishes always.
As I am watching videos of few pilots, recently I came across this marshaling. You have explained clearly. I am learning as I keep watching videos. I am not a pilot or anything, just a common person, but interested in these things
Capt Joe is delight and insight‼️ Love this channel! 💛🙏🏼
Captain Joe,
Can you imagine what a pilot even from the 60's would think of the modern taxiing and docking???
It's amazing!
Cheers,
Rik
a couple of other points are that the speed of the hand/arm movement of the ramp marshaller should also dictate the speed of the aircraft so your arms should move at a rate fast enough for the pilot to notice when you want him/her to slow down as you slow your arm movements and also any of the electronic guidance systems are very hard to see if the sun is rising or setting and is low on the horizon and is directly behind the aircraft shining onto the guidance system
Sir you are amazing 👍👍!! You always make informative and educational videos 😊! So please keep on making such kind of videos !!
Salute from INDIA 🇮🇳!
The downside to these is that they require the aircraft type & series info to be entered by us ground crew prior to the aircraft entering the stand. The small lcd input screen is completely non usable in bright sunlight & entering the wrong info results in a STOP signal. If the pilot enters the stand too early or too fast the system can not be reset to the correct aircraft type, requiring a marshaller to be called. The laser requires constant calibration, when calibration is incorrect the system can not “see” or confirm the aircraft type and gets stuck in a search loop. It will also incorrectly report stand blocked for no reason. In comparison the old Agnis light was great for us as it had one on button and no need to know which aircraft type/series was due to arrive. Though one pilot parked the no.1 engine on top of and squashed our new baggage truck many years ago. So the Agnis lights and even the giant mirrors were fazed out in favour of the laser guided systems. Fun fact is that the system likes to tell pilots off by displaying in giant letters “TOO FAR”, “SLOW DOWN” etc. 😂
Another great video captin Joe
The hi-tech solutions has obvious benefits but the lo-tech solutions are fascinating. No computers, no sensors, no electronics, just lights, slots, plates and some markings. Btw. I found a video of a Thyssenkrupp A-VDGS system that uses the Moiré effect (Inogon leading mark) for centreline guidance.
When I worked on the cargo ramp in the 1991, we used 3 marshalers. We used handoffs and we had a signal for the handoff to the next Marshaller. If the pilots’ turns were not precise, it would take 10 minutes to get everything repositioned.
10:45: 747-400F. Look at the landing gear lever. It’s longer then on the -8F.
I used to work for SWA as a ramper. I remember the first plane I marshaled into the gate. Up until that minute I thought 737s were small. I held my breath until the plane stopped, hearing an experienced ramper yell out "You did good!" and relieved I hadn't caused the plane to run into the jetway or anything else, LOL.
I’ve learnt more things from captain joe that my teacher. No even joking this guy does so much.
Captain joe i really enjoy watching your videos from beginning . You are the best captain all my Respact
In the pilot's car parking lot, are the cars parked between the lines or centred on the lines?
centred on the yellow lines, with blue in-pavement edge lights at night 😁
You might be surprised by the number of pilots who have trouble parking their cars. Not joking. I've seen it with my own eyes.
A (A-)VDGS system, can also contain the following: "HOLD BRAKES" and "CHOCK ON" in addition to "TOO FAR", "SLOW DOWN" and "OK".
Oooh Hi there Capt Joe! Thanks for all you do! I've learnt so much thanks to your awesome videos!
Hey pilots, we prefer you come in with a bit of way under you vs stalling at our slightly uphill gates. Mike/SAN
It's becuase of fuel saving procedures requiring pilots to turn of one engine, quite hard especially on full passenger load
I once had a pilot say he didn't have enough power to come into the old LGA gate ended up having to tow him in tractor got stuck on the gate yay equipment we couldn't use
I just love how Captain Joe smiles before most of His videos🤗🤗
Gate C1, MSP. An old stationary jetbridge with only a telescoping cab. This gate was good for multiple mis-parks everyday. Nothing you could do when the aircraft was creeping towards the stop mark, you cross the wands, and the flight deck rolls another foot and a half. On one such occasion, I threw the wands into the air and simply walked away. No chocks in signal, nothing.
Some planes have a camera above the nose gear so the pilot can see the lines and drive into place without a marshaler. The image shows up on one of the displays when activated.
Unless the camera is looking straight down, it will be difficult to stop on the required aircraft type line. I haven't seen any aircraft use that camera for parking, but it could be somewhere.
Hello Captain Joe. I am your big fan. I have a question for you and I would like you to answer my question. I hope you read my comment. My question is that why don't Air plane have a mesh or cage kind of thing infront of the engine to stop birds or any other obstacles from getting into the engine?
I used to really love marshalling 747's onto a bay, it was part of our job as a aircraft maintenance engineer (A&P) when the guidance lights failed.
Great video joe!!
Very good video with very clear explanation and easy to understand and very detailed. I really like this video. can see the process of the plane that will park at the airport. thank you captain joe. 🛬🛫👍👍😀🌏🌎🌍
Cheers from Brazil, Captain! I live in a city right by Campinas! 🇧🇷
Way back in the early 90's I worked for Skywest at KTWF. Did marshaling, baggage, and de-icing. At the time it was only Embraer 120's and Metroliners (Metro III) but one day for some reason we had several larger aircraft diverted to us. After being so used to the "little planes" it was unnerving having 757's and MD80's coming at you. LOL
One windy rainy day I was marshaling in a plane and I looked up and saw 2 ATC's up in the tower pointing down at me. After the plane was parked I went in and called the tower to find out if something was wrong that I may have missed. The guy said, "No! We were just laughing at you getting soaked." Smart-Asses!!!!!!
Thank you so much for explaining cap! As I have been asking this question to myself a lot.
Oh yeah been waiting a week for another lesson with captain joe
Thx cpt Joe ! Interesting ! Very sharp explanations! No questions,
Please notice that helicopters have also their own systems (gnss based), those ones may be adaptative and may assist the pic on short final as well,
Best !
I used to be a Marshaller in the Air Force. I was part of the Military Air Transit. I actually liked this job but, especially with the old C-160, these jet-stream exhausts were pretty heavy.
Captain Joe is just such a good resource for future pilots
Finally in Brazil. Magic in the air!!
Excellent presentation as Always, Captain Joe 👍🏻👍🏻😊🛫
Greetings from BOS Captain Joe. Ground crew here. Parked many jets at Logan. It's fun work. Although it tends to be a little challenging when conditions are icy and snowy but someone has to guide you guys in :-)
How about putting a small camera in the nose wheel well looking down at the front of the wheel? With a display in the cockpit, the pilot would be able to see and follow the lines. There could also be several such cameras mounted on the outside of the plane giving the crew a real time look at their engines, control surfaces, etc. Also wingtip and tail cameras to avoid running into objects on the ground.
Thank you for your hard work and dedication to ALL PILOTS what will we do with out Pilots,Thank God for all of them 🙏🏻
Welcome to my city Captain! 🇧🇷 How lovely!!! 😍 I’m always waiting for the Queen’s arrivals. Now I know for sure that could be you flying her! ☺️
Great video by the way 👏🏾👏🏾👏🏾
When I was Active Duty US Air Force I used to Marshal the C5 Galaxy, that plane makes you feel so small.
I was assigned to a C141 unit but sometimes we parked other Aircraft.
I finally got to work on fighters which I preferred, the F15 Eagle and my last aircraft the A10 Thunderbolt II or the Warthog as we called it.
Nice information joe🤗
Fantastic 💯 very informative and really like the examples you gave with the short vdeos👌👌👌👌♥️