Vault Boy Official now is VERY unlikely to happen, but in the past it was something that happened really, really often. Remember this was created decades ago
I remember a story from my flying days, years before 9/11. A fellow student was flying somewhere at 7,500 feet altitude. He was a little inexperienced with ATC, and so when he was asked to "squawk altitude" he just thought, oh, they want my altitude on the transponder! His flight was otherwise non-eventful until he landed and got met by people with badges.
I was watching an AirForceProud video and didn't see what the big deal was when they were in a flight sim game and the ATC told them to change their Squawk code to 7500. Now I do.
Hello Captain Joe, I'm an Brazilian ACC ATCO, also a big fan of your job and here we use a different way to memorize the emergency squawk codes. We use the "ICE" initials, meaning: 7500 - Illicit interference; 7600 - Communication failure 7700 - Emergency When you have the opportunity to fly within my airspace, send me a note and maybe if I'm at work, maybe I can give you a more direct route inbound your destination. See ya!!
7500 Hijacking Seven Five - Man with a knife 7600 Loss of communications Seven Six I need my radio fixed 7700 Emergency Seven Seven - I´m falling from heaven
Thumbs up for more than 1 video per week. I'm not a pilot or anything, just amused by aircraft world. Awesome vids capt. I really appreciate your chanel.
I heard a story from a different video about a student pilot who was flying at 7,500ft and was given the instruction to squawk altitude. Not understanding what that meant, he set his transponder code to 7500.
I'm not a pilot so my answer is subject to correction, but I think it means to set a Mode C transponder, to transmit altitude information instead of just position indication.
I'm 13 yrs old and i will be an airline pilot in the future. So im trying to learn as many as i can from captain joe so i will be prepared for my flight training. Thx Cap. Joe!! Helps a lot!!
Standby means Stand by we might call if we need you and be nearby so you can come to work. Or it means be at the airport dressed and ready to fly and sit around waiting to see if you are needed. We never had airport standby at our airline. But they could still get you while at the airport and reassign us to a different flight. They would do this to cover a flight departing soon if your flight was a little later and then they had time to bring in someone to cover the flight you were to fly.
It's the circuit pattern that GA VFR pilots fly in order to land in an airport. These terms are thrown around in other larger planes and IFR approaches as well if the airport has a circle-to-land approach (the crazy hard type of approach where the pilot uses a timer), or an IFR approach pattern that sort of re-assembles a circuit. 1. Departure leg- the part where you climb straight out of a runway 2. Crosswind leg- 90 degrees left/right of the departure leg, and you fly away from the runway. It's called crosswind because you take off into the wind in the departure leg, and when you turn 90 degrees the wind will go from the front to your side. 3. Downwind leg- parallel to the runway, 180 degrees from the direction you took off. You also keep a visual reference to the runway for your turn to base. 4. Base leg- 90 degrees turn from the downwind leg towards the runway. 5. Final- final turn from base towards the glideslope, and you go in for a landing. In the United States, the direction of turn is usually left, but in some airports it's right due to terrain restrictions and stuff like that. The direction of the turn in the circuit could be checked on your VFR sectional chart, as well as looking at the hooks from a painted, round symbol on the ground which lies directly below the windsock. If you are flying into a controlled airport, the ATC might tell you.
Base leg is not toward the runway, it is perpendicular to it. But yes, the order for an approach is usually downwind, turn onto base, and then turn onto final
I got taught this way; If you imagen that Aircraft have their own emergency telephone numbers as civilians do. Like 000, 911, 999 then you just need to apply the logic to aircraft. So for police/military presence (a hijacking) its: 7500 For emergency assistance, fire/ambulance (Priority emergency) it's: 7700 And for the last one, if you're unable to contact anyone you call your provider (ATC) on: 7600 Once you relate or connect it to something like that it's very easy. The best way to remember numbers and complex commands, things of that nature that you don't use very often (and hopefully never need to) is to connect the theory with a relatable memory or better yet a similar mental procedure rather than creating new ones. Our minds are not full of infinite space and we need to constantly make room for new material, anything we don't use on a regular basis or is not ingrained for some sort of emotional reason tends to be dumped. Piolets cannot afford to dump procedures or emergency techniques. Take my lesson for what it is. I hope it helps as much as this video is informative on the subject.
Mark Jones It's the most stealth way to let ATC know about the situation. Better than yelling through the radio that you're being hijacked. Then the hijackers will cut your neck straight away. If you cannot push 5 buttons than there is just no way to get help.
Nowadays it's pretty hard to gain access to the cockpit in a commercial airliner. And in case of a hijacker present in the cockpit, they may not know about this squawk code and depending on circumstances a pilot may be able to input this code surreptitiously. It's an alternative way of conveying very important information without alerting those around you by blabbing it in your mic.
I would guess cabin crew would have some way of alerting the flight crew if such an incident was taking place. Once alerted in advance by cabin crew the pilot could then key in the code before any possible breach of the flight deck by hijackers. Flight decks/cockpits (particularly after 9/11) have better security with stronger doors which is now procedure to have them shut during flight.
The yoke/stick should rarely need any input to maintain the vessel's trajectory. The problem is if your altitude or indicated airspeed (i.e. wind) changes for whatever reason, the control surfaces will need to be adjusted to continue to maintain the desired trajectory. Input to the yoke/stick/pedals will thus be required. Trim is then adjusted to re-center the controls so that they no longer require any pressure to maintain trajectory.
For those who did not watch all the way through: A transponder serves like a tag at a race where when radio waves hit it it sends back info. Changing the numbers changes what status the plane is at and those on the ground can act accordingly. Some codes include 7500 which warns of a highjacking.
one rule about squawk codes I've learned: make sure that the actual code-update is performed right-to-left. (on old-fashioned 1-button-per-digit transponders this made it easier to separate code-updates from 7X00 calls as digit rollover could create an illusionary 7X call if codes were updated left-to-right)
Some pilot lingo I picked up on recently was listening to passenger pilots talking on a full flight, trying to get somewhere to sit. "I'll take the jump seat, as long as I don't have to take the dump seat." Self explanatory. New subscriber BTW.
Captain Joe, If you haven't covered them already : - Reading plates, the essentials (So many flight-simmers can't read the common features) - Correct entry into holds, from different quadrants (I see so many people getting confused) - Can you take us on a tour of your day pre-flight? printing weather, FP, notams, the visual inspection, dealing with ground crew&fuel signoff (all 'security permitting' of course) I think it would be nice for folk to see the 'other' essential side of a pilots life ; ) My apologies if you've done these already, I'm just about to delve into your archive ; )
Squawk code is actually octal, not decimal digits. In your simulator you can clearly see that the digits go from zero to seven. Same with older transponders where you literally "dial in" the code.
cocotoni1977 Came to say just this. Squawk codes go from 0000 to 7777, for a total of 4096 possible squawk codes, though many of those are reserved (i.e. 7500, 7600, 7700, 7777) or designated as invalid (I presume 0000 is invalid).
Since there are relatively few squawk codes available, can it happen that two planes with the same squawk code appear in the same area? How is this then fixed?
basically it is typically instructions on how to turn the planes in mid flight or on the ground at say KSFO or KJFK the flight crews could alert the ATC to wherever they decided to stop say not to roll onto an active runway or to report a fire that an air operations driver started runwayside to aid clear weather navigation. does anyone know if runway turf patch fires is innately risky to oncoming arrivals?
Joe --- Your explanations are very clear -- I love it.. Please do a video on what ADS-B is, what info it moves, and how the common guy on the ground can participate with a proper ADS-B receiver....
I have questions!!!! i saw a study about pilots sleeping while flying. the study went like 80% of pilots admits to have fall in sleep while flying and 20% admits to have woke up and realize that co pilot is also in sleep. can you make a HONEST video about it?? and I also have another question why there seems to be 4 throttle sticks in your cabin? I might be wrong in this one :D (sorry bad english)
I can answer the question about the throttles; there are four of them for the four engines. If there's a problem, they can be individually powered down. Even the biggest airliners can fly with an engine down. During regular flight, the throttle levers move in unison. Hope that helps.
@@MrNikolidas not only is it true that they can fly with 3 or even 2 easily, but they also rarely tell any passengers unless they expect a major change in flight plan or an emergency, and still often blur the truth "technical problems" instead of "Both engines 2 and 4 have failed, we ok only have half our engines"
I've just discovered your channel and I'm loving it. I am hoping you can answer something I've always wondered. On 9/11 one issue ground people had was that the high jacked planes had their transponders turned off. This of course made it more difficult to track them. I am curious why the option to turn the transponder off even exists. Thanks Joe keep it up I am loving learning this stuff.
Great video as always! Many years ago, my friend and I flew in a Cessna 152 that lost electrical over Seattle. I remember him setting the transponder to 7600 since we lost radio. We had to watch for tower signal lights. Other than that, we flew VFR regularly and transponder set at 1200.
No one can get through the cockpit door without the pilots opening it. They have pleanty of time to do whatever. And these days in any case the pilots would not let anyone come in even if they say they are gonna kill all the passengers, because of 9/11, the people died anyways plus a lot of others did too
Hey captain joe, Where do captains eat? If they eat in the cockpit is the Instruments waterproof? What if someone spills someone all over the panels lol
On most planes you have a tray and you put it on your lap and eat your meal and get real tired of the food. I did it that way for 30 years. Most things will survive some spills but some times they fail. Important things are hard to kill with a coffee or soda spill. We did not put our liquids on the center pedestal for a reason. But it did happen.
Capt Joe, excellent video to keep us grounded retirees in touch with the terminology used in these videos. I love the personal touches interjected in them. Az Viking from Copenhagen!
Thanks Joe, I didn't know the hijacking code, let's hope I never see it on flightradar 24, happy flying my friend and look forward to your next video....
Ref my post on your colleague's post (74gear): I really dig the one about "7500". One beef that I do have is that in Europe the VFR code is 7000, with a (VERY) small risk of inadvertently changing the second digit to 5,6, or 7. This is why in flight training we always put the transponder in standby mode before changing the code (though sometimes, some pilots forget to do that - not often, but it does and has happened -- with some rather interesting comments from ATC -- and sometimes a Cirrus DA40 pilot being met by police upon landing...🤪). More modern transponders in the last few years have a single button to push to go "squawk VFR" (thinking specifically of the Garmin and Avadine). I think in the US they use 1200 for VFR if I'm not mistaken, and more specifically to avoid the risk of inadvertently going to 7500, 7600, or 7700. Nevertheless, the 4-digit transponder codes (at least in Europe) are VERY gradually becoming obsolete since Mode-S is now standard requirement, and each aircraft has a unique hexadecimal mode-S code assigned to it, and most radar installations at least within territorial airspace in Europe are Mode-S equipped (though many ATC units still assign a transponder code for IFR flights, or other flights passing through one or more classes of controlled airspace just in case -- and some codes used specifically for IFR training even when in uncontrolled airspace -- remembering back to the days of training for my I/R). Add ADS-B to the picture and it's even easier to identify a specific aircraft no matter what 4-digit transponder code they are using, even using amateur passive receivers that are commercially available for aviation enthusiasts which can actually plot the exact position, altitude, and mode-S hex identifier on a map in real-time. As a bit of trivia for your viewers: The transponder codes have digits only between 0 and 7 (no 8 or 9). This is because the electronics in the transponders back in the day were based on the OCTAL system (and not binary, decimal, or hexadecimal).
Hi captain Joe, great video! The squawk code is actually an octal code, not a decimal code. (i.e. each digit is 0-7, not 0-9.) When the transponder replies, it transmits a series of pulses called a "frame" to convey a 12 bit binary number which identifies the aircraft. (A total of 4,096 possible squawk codes.) The frame consists of a start pulse, and stop pulse (called framing pulses) and in between the framing pulses are the 12 data bits. The presence of a pulse indicates a binary "1" and the absence of a pulse indicates a binary "0". (It's basically an asynchronous serial data message.) Each octal digit in the squawk code corresponds to three pulses in the pulse train. After the second framing pulse, there will be an additional pulse if the pilot pressed the IDENT button. This is called the SPI bit. (Special Position Identification) I once worked in radar data processing, so I know a lot about ATCRBS. (Air Traffic Control Radar Beacon System) Anyway, I don't want to get carried away because it gets much more complicated!
interesting, back in the 80's I met my dad for lunch at Van Nuys Airport. Afterwards he got on the payphone ( remember those!! ) called the tower and told him he was taking off in a AgCat ( a biplane crop duster ) without radios. Asked the tower to give him a green light when ok for him to take off. It amazed me that in this day and age of modern communication that flashing a green light from tower to aircraft was still a thing.
last one sounds like it could be a pilot pickup line. "are you squawking 7700 because you look like an angel" a play on the "did it hurt when you fell from heaven" line.
Since i subbed to your channel i knew aviation was somewhow complex but not to that point. I'm learning new stuff in every of your videos. Thanks for keeping us educated.
I still remember my high school Aeronautics class, close to a Ground school in depth. They warned us to turn off the transponder when changing codes, for alarms go off somewhere, when you squawk any of those 3 codes!
Captain Joe i have a question for you about landing gear. During extreme crosswinds, does the main landing gear provide for some limited amount of turning to compensate for the yaw angles when touching down, or are the tires being scrubbed at an angle until the plane straightens out?
I heard the following rhyme: 75: someone else wants to drive. 76: radio needs a fix. 77: we're going to heaven. Morbid, eh? Thanks Joe, your videos are awesome :)
Hi Joe, sorry for offtopic, if it has been already mentioned and correct me if I am wrong... But you mentioned in video, that A, C and S transponders provide position information. This is not correct. Position for ATC is gathered via bearing of radar beam, distance from radar is computed by signal (response) delay. Only ADSB systems (TACAS) provides realtime coordinates based on GPS or inertial system. Thats why there are multilateral located aircrafts i.e. at Flightradar24.
A week ago I was plane spotting Cleveland Hopkins Int'l heard "United flight (don't remember the number) 757 heavy, Squawk 7700 we have a medical emergency on board. Interesting to listen to all communications. Then I hear this after I see the aircraft on is final turn to short final United.... turn right at 0330, clear to land after turn, ARFF medical standing by for you at your gate. Never knew the squawk codes until now. Thanks, Captain Joe!
One correction for you--Mode A/C transponders do not transmit aircraft position in replies. The direction the ground antenna is facing, plus the round-trip travel time for interrogation and reply signals, minus the transponder delay, allow the ground system to compute the aircraft position with each reply. Of course, this position should correspond with position indicated by the return signal (echo) from the primary radar. Mode S transponders did not contain aircraft position in transmissions when originally activated in 1992, but most have now been modified to add that information as part of the implementation of ADS-B.
First of all I liked your video explaining squawk codes. Keep up the great work! But my question is, if your plane has lost communication with ATC and has an emergency on board. What code is the pilot obliged to enter?
This was great! Just got into aviation recently, and had heard SQUAWK mentioned numerous times. Your vid popped into my feed just as I was getting ready to search for what it meant. Insta sub! Keep it up!
Aviation cheat codes:
7500-fly in formation with f-16's
7600-ATC mute button
7700-priority landing anywhere
Hahahaha
Harrison La time traveler ah i see your watching aviation meme watcher too „ah I see your a man of culture as well“
Harrison La time traveler squawk7700
I was looking for this comment lol
Which code does the resulting paperwork for me?
"Hi Jack (7500), I can't talk right now (7600), I'm having an emergency (7700)."
Vault Boy Official Hijack
Awesome way to remember for new pilots :)
Vault Boy Official now is VERY unlikely to happen, but in the past it was something that happened really, really often. Remember this was created decades ago
Great job! You explained in one sentence what took this guy waaay too long to explain!!!
or Hi Jack, Can't hear you, Help.
I learnt
75 - taken alive
76 - technical glitch
77 - going to heaven
Yndostrui
I learned
75 Man with a knive
@@sureeen2160 www.consensus911.org/point-flt-1/
None of the 9/11 planes squaked 7500. Strange..
@@rexblokland7778 MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
I think 75 I will die
76 holy sh*t
@@sureeen2160 75 men with knife
I remember a story from my flying days, years before 9/11. A fellow student was flying somewhere at 7,500 feet altitude. He was a little inexperienced with ATC, and so when he was asked to "squawk altitude" he just thought, oh, they want my altitude on the transponder!
His flight was otherwise non-eventful until he landed and got met by people with badges.
I bet he spent some time reading the FAR/AIM after that.
911 lol
Oops.
@@jesusisking8502 uhhh not really
Jesus is KING if hijackers are taking control of the cockpit where the radio is I don’t really know how they would talk with the ATC
I learnt enough from these videos to steal Joe's job.
@Isuru Nanayakkara Thanks for that sauce boss.
@@dihydrogenmonoxide2878 oof
I watch them to learn ACT as well
A-C-T
Act? U mean atc air traffic control
75 - TAKEN ALIVE
76 - TECHNICAL GLITCH
77 - GOING TO HEAVEN
James Lolzack Yes, it is. The radio is broken aka there is a technical glitch
76 - NEED RADIO FIX
Wearing hats - You turned on CAPS
I like 76 - I'm in a fix
Then you probably shoudn't be a pilot if you have a criminal record :-)
You know Airforceproud 95 is flying when a glider has 7500
"Callsign Sandwich here, coming in a glider, both engines have failed. Requesting Mayday on runway 22L. Squawk 7500."
iPelaaja1 best part is that the ATC denied it without realising that he's in a fuckin glider
Winterfell 7102 Now I can't help but wonder if Joe has seen any of his videos, or if AFP95 has seen any of Joe's videos....
Cant have much of a hijack on a glider when you have a dual engine failure.
That's a personal problem
I was watching an AirForceProud video and didn't see what the big deal was when they were in a flight sim game and the ATC told them to change their Squawk code to 7500. Now I do.
Squatch lmao I came here to research before I start the video
Aviation Cheat Codes
7500: Feeling lonely? Ask some fighters
7600: Boring ATC? Mute' em!
7700: Instantaneous landing clearence on *ANY* runway
Student pilots: Write that down, write that down!
7700: survival mode
REMEMBER ICE
h"I"jack 7500
"C"ommunication 7600
"E"mergency 7700
Emirates’s inflight system *level infinity*
HCE???
@@Likeusb1 *ICE
hi Jack, long time now see
Thx for that it's helpful
I like more "75 - The bad guys want to drive"
lmao
hahahahaha thats a good one
sqwuak 75 the arabs drive
"75, oh look , F-16s to my side"
"75, my passenger wants to drive"
Hello Captain Joe, I'm an Brazilian ACC ATCO, also a big fan of your job and here we use a different way to memorize the emergency squawk codes. We use the "ICE" initials, meaning:
7500 - Illicit interference;
7600 - Communication failure
7700 - Emergency
When you have the opportunity to fly within my airspace, send me a note and maybe if I'm at work, maybe I can give you a more direct route inbound your destination. See ya!!
i didnt know luigi flew airplanes.
Captain Joe is always a pleasure watching :)
He is! But I miss the "Spread za verrrrd!" as his sign off back when he had a bit more of an accent.
kefkaZZZ yea
Ya
RS Aviation #CompleteCrockOfShit #IKnowPlanes & #ImNotABadPlayerInTheGame. #GoFuckYourself #Asshat #CaptainJoeBFS
Kelly Davis-VanZile ?
7500- Hi Jack.
7600- I can't talk right now.
7700- I'm in an emergency.
very informative video. Great job and thanks!
See this is why I watch all your videos. The information is always interesting, especially for me since I wanna be a pilot soon.
Nkosi McRae thanks😉
BLOG IT.
How I learn to remember these in class:
75 badman want to drive
76 get your radio fix
77 you’re going to heaven
Joe: “75 Man with a knife”
Also Joe: *nervous chuckle*
7500 Hijacking
Seven Five - Man with a knife
7600 Loss of communications
Seven Six I need my radio fixed
7700 Emergency
Seven Seven - I´m falling from heaven
*FICTIONAL*
6600 Crash
66 - I'm falling through bricks
75: Al Qaeda wants to drive
76: My radio needs a fix
77: I’m going to heaven.
Lol
Noice
How I remember the emergency codes
1. 75 staying alive
76 need a fix
77 going to heaven
77 going to hell
「Made in Heaven」
@@NoTraceOfSense man of culture I see
"75 need a .45" was is my family's mnemonic
Thumbs up for more than 1 video per week.
I'm not a pilot or anything, just amused by aircraft world. Awesome vids capt. I really appreciate your chanel.
Alemao DH He still has a normal job 😂😂😂 I think he is already putting much effort into his videos while his freetime.
chanel? i swear i thought he's using dolce & gabbana.
I heard a story from a different video about a student pilot who was flying at 7,500ft and was given the instruction to squawk altitude. Not understanding what that meant, he set his transponder code to 7500.
That must've been one hell of a heavy day after he landed!
Did the air force go after them?
So what does it mean to 'squawk altitude'?
I'm not a pilot so my answer is subject to correction, but I think it means to set a Mode C transponder, to transmit altitude information instead of just position indication.
I heard a story .....I heard a story ....
I know these sentences a bit different:
75 man with a knife
76 hear nix (nothing)
77 close to heaven
Niks is dutch
@@obi-wankenobi4056 "nichts" short "nix" is also german ;)
I'm a former US Navy aviator and enjoy your videos. I was a navigator, not a pilot, and you're teaching me things I didn't know.
7700:can lands anywhere
plane: *lands on terminal*
when you’re feeling lonely
*puts squawk code 7500*
Hundreds:
75 - IRA wants to drive
76 - I hear nix and need a radio fix
77 - On climbout to Heaven
I'm 13 yrs old and i will be an airline pilot in the future. So im trying to learn as many as i can from captain joe so i will be prepared for my flight training. Thx Cap. Joe!! Helps a lot!!
In Brazil to memorize we use ICE:
Interference
Comunications
Emergency
This a good way to not forget! hahaha
Could you explain more about standby duty in one of your videos?
yes, please!
think he's done one before, but basically it's being on call.
Standby means Stand by we might call if we need you and be nearby so you can come to work. Or it means be at the airport dressed and ready to fly and sit around waiting to see if you are needed. We never had airport standby at our airline. But they could still get you while at the airport and reassign us to a different flight. They would do this to cover a flight departing soon if your flight was a little later and then they had time to bring in someone to cover the flight you were to fly.
I have a suggestion: Positions of aircraft, correlating with the airport runways such as Downwind, Base, and Crosswind?
Express Jet yes that confuses me
Fly left/right traffic, I understand the struggle. :(
It's the circuit pattern that GA VFR pilots fly in order to land in an airport. These terms are thrown around in other larger planes and IFR approaches as well if the airport has a circle-to-land approach (the crazy hard type of approach where the pilot uses a timer), or an IFR approach pattern that sort of re-assembles a circuit.
1. Departure leg- the part where you climb straight out of a runway
2. Crosswind leg- 90 degrees left/right of the departure leg, and you fly away from the runway. It's called crosswind because you take off into the wind in the departure leg, and when you turn 90 degrees the wind will go from the front to your side.
3. Downwind leg- parallel to the runway, 180 degrees from the direction you took off. You also keep a visual reference to the runway for your turn to base.
4. Base leg- 90 degrees turn from the downwind leg towards the runway.
5. Final- final turn from base towards the glideslope, and you go in for a landing.
In the United States, the direction of turn is usually left, but in some airports it's right due to terrain restrictions and stuff like that. The direction of the turn in the circuit could be checked on your VFR sectional chart, as well as looking at the hooks from a painted, round symbol on the ground which lies directly below the windsock. If you are flying into a controlled airport, the ATC might tell you.
Base leg is not toward the runway, it is perpendicular to it. But yes, the order for an approach is usually downwind, turn onto base, and then turn onto final
I don't dream of being a pilot, but this guy makes aviation seem so fun and interesting! I love your videos man, keep it up! :)
I got taught this way; If you imagen that Aircraft have their own emergency telephone numbers as civilians do. Like 000, 911, 999 then you just need to apply the logic to aircraft.
So for police/military presence (a hijacking) its: 7500
For emergency assistance, fire/ambulance (Priority emergency) it's: 7700
And for the last one, if you're unable to contact anyone you call your provider (ATC) on: 7600
Once you relate or connect it to something like that it's very easy. The best way to remember numbers and complex commands, things of that nature that you don't use very often (and hopefully never need to) is to connect the theory with a relatable memory or better yet a similar mental procedure rather than creating new ones. Our minds are not full of infinite space and we need to constantly make room for new material, anything we don't use on a regular basis or is not ingrained for some sort of emotional reason tends to be dumped. Piolets cannot afford to dump procedures or emergency techniques.
Take my lesson for what it is. I hope it helps as much as this video is informative on the subject.
*Your Gamemode Has Been Changed To Survival Mode*
**7700** *I'am Falling From Heaven*
There should be a squawk code to announce that you've just joined the "mile high club" with the stewardess. Maybe "6969".........
Try 6600, there is no "9".
You mean GreaseMonkey87
No 7400 i have joined The mile high club
@@crj9008 executing order 66
@@AuxenceF Thankful being no Yedi I am.
Excellent video, i wonder how a pilot would dial 7500 when someone has hijacked their plane?
Mark Jones It's the most stealth way to let ATC know about the situation. Better than yelling through the radio that you're being hijacked. Then the hijackers will cut your neck straight away. If you cannot push 5 buttons than there is just no way to get help.
Derek As if hijackers are going to require you to confirm every single button you press to fly the thing.
Nowadays it's pretty hard to gain access to the cockpit in a commercial airliner. And in case of a hijacker present in the cockpit, they may not know about this squawk code and depending on circumstances a pilot may be able to input this code surreptitiously. It's an alternative way of conveying very important information without alerting those around you by blabbing it in your mic.
Thanks guys i know a bit more now, Captain Joe knows everything.
I would guess cabin crew would have some way of alerting the flight crew if such an incident was taking place. Once alerted in advance by cabin crew the pilot could then key in the code before any possible breach of the flight deck by hijackers. Flight decks/cockpits (particularly after 9/11) have better security with stronger doors which is now procedure to have them shut during flight.
Can you explain the trim? Cant find Any good videos on that topic
Lucky trim is just a way to maintain pitch to stay at a speed. its easier than always having to use pressure on the yoke
Lucky trim you are just changing the angle of the rear wings, or elevators.
The yoke/stick should rarely need any input to maintain the vessel's trajectory. The problem is if your altitude or indicated airspeed (i.e. wind) changes for whatever reason, the control surfaces will need to be adjusted to continue to maintain the desired trajectory. Input to the yoke/stick/pedals will thus be required. Trim is then adjusted to re-center the controls so that they no longer require any pressure to maintain trajectory.
Drishal MAC2 WTF!? The Trim Doesn't Control The Roll!!!!!
There Is One For The Pitch, Which Is The Common One, And Anther One For The Yaw!!!!!
Ivansky1 there is also one for the airlerons
For those who did not watch all the way through: A transponder serves like a tag at a race where when radio waves hit it it sends back info. Changing the numbers changes what status the plane is at and those on the ground can act accordingly. Some codes include 7500 which warns of a highjacking.
one rule about squawk codes I've learned: make sure that the actual code-update is performed right-to-left.
(on old-fashioned 1-button-per-digit transponders this made it easier to separate code-updates from 7X00 calls as digit rollover could create an illusionary 7X call if codes were updated left-to-right)
Funky thumbnail xD . Halloween early?
WebWolf89 Please watch the entire video before you comment.
MadOgre765 He's just talking bout the thumbnail itself. I'm sure he has watched the video
Jacob Morley Correct :-)
Nah, he just got a job at Germanwings
Great channel. You should keep doing more of this! The A320 in the simulator was much easier to u destand thanks to you. Great work.
Donkey B thanks😉
No idea what am i watching or why i clicked here...
But it's interesting, tho~
Watch X more aviation videos, and you're hooked :P
Some pilot lingo I picked up on recently was listening to passenger pilots talking on a full flight, trying to get somewhere to sit. "I'll take the jump seat, as long as I don't have to take the dump seat." Self explanatory. New subscriber BTW.
Captain Joe, If you haven't covered them already :
- Reading plates, the essentials (So many flight-simmers can't read the common features)
- Correct entry into holds, from different quadrants (I see so many people getting confused)
- Can you take us on a tour of your day pre-flight? printing weather, FP, notams, the visual inspection, dealing with ground crew&fuel signoff (all 'security permitting' of course) I think it would be nice for folk to see the 'other' essential side of a pilots life ; )
My apologies if you've done these already, I'm just about to delve into your archive ; )
Squawk code is actually octal, not decimal digits. In your simulator you can clearly see that the digits go from zero to seven. Same with older transponders where you literally "dial in" the code.
cocotoni1977 Came to say just this. Squawk codes go from 0000 to 7777, for a total of 4096 possible squawk codes, though many of those are reserved (i.e. 7500, 7600, 7700, 7777) or designated as invalid (I presume 0000 is invalid).
cocotoni1977 you are absolutely right! 😉
Captain Joe
What does squawk code 0000 do
All I know is to not use it
Since there are relatively few squawk codes available, can it happen that two planes with the same squawk code appear in the same area? How is this then fixed?
According to www.flightradars.eu/squawkcodes.html :
0000 SSR data unreliable
I was taught "ICE"
I - Interference
C - Communication
E - Emergency
All you need to know is that it is 7500, 7600 and 7700 and ICE helps you remember the order
Who else can't understand a heck in the radio communications? They are so fast and unclear....
Raidzor つ ◕_◕ つ i agree but you get used to it😉
Raidzor つ ◕_◕ つ I couldn't at first but I listened to the live ATC before I started my flight training. It is also easier to hear over the headsets.
basically it is typically instructions on how to turn the planes in mid flight or on the ground at say KSFO or KJFK the flight crews could alert the ATC to wherever they decided to stop say not to roll onto an active runway or to report a fire that an air operations driver started runwayside to aid clear weather navigation. does anyone know if runway turf patch fires is innately risky to oncoming arrivals?
It's like doctors' writing. If you work in the field, you'd learn to catch just the important stuff.
Monete, fly heading jfjuehcyrhufurhdhhehdyrhgdhrhfhhdhrnsin climb and maintain htjututjtjutjtjitj expect jgjjtjgjrjjfjjg.
คุณโจคุณเป็นคนเก่งมาก พูดเข้าใจง่าย ฉันชอบดูวิดีโอของคุณมากๆ คะ มีความรู้ดีและสาระที่ดี ขอบคุณมากที่ทำรายการนี้คะ
Joe --- Your explanations are very clear -- I love it.. Please do a video on what ADS-B is, what info it moves, and how the common guy on the ground can participate with a proper ADS-B receiver....
Joe: *Does video titled squawk code*
Also Joe: *Insert a video thumbnail stabbing the word*
I have questions!!!! i saw a study about pilots sleeping while flying. the study went like 80% of pilots admits to have fall in sleep while flying and 20% admits to have woke up and realize that co pilot is also in sleep. can you make a HONEST video about it?? and I also have another question why there seems to be 4 throttle sticks in your cabin? I might be wrong in this one :D (sorry bad english)
Fatigue, it's increasingly common amongst modern pilots now especially with budget operators...
I can answer the question about the throttles; there are four of them for the four engines. If there's a problem, they can be individually powered down. Even the biggest airliners can fly with an engine down. During regular flight, the throttle levers move in unison. Hope that helps.
No he is not going to make a video about that! Hahaha. And 4 throttles, 1 for each engine. Two on left wing, two on right wing.
@@MrNikolidas not only is it true that they can fly with 3 or even 2 easily, but they also rarely tell any passengers unless they expect a major change in flight plan or an emergency, and still often blur the truth "technical problems" instead of "Both engines 2 and 4 have failed, we ok only have half our engines"
Dihydrogen Monoxide hahaha I know, any time I hear “technical difficulties” I always think, “well, there goes a control column”
I've just discovered your channel and I'm loving it. I am hoping you can answer something I've always wondered. On 9/11 one issue ground people had was that the high jacked planes had their transponders turned off. This of course made it more difficult to track them. I am curious why the option to turn the transponder off even exists. Thanks Joe keep it up I am loving learning this stuff.
Kudos to whoever designed the Captain Joe Logo. If it was you, then I think you have multiple callings. And obviously, thank you for the Squawk info.
Great video as always! Many years ago, my friend and I flew in a Cessna 152 that lost electrical over Seattle. I remember him setting the transponder to 7600 since we lost radio. We had to watch for tower signal lights. Other than that, we flew VFR regularly and transponder set at 1200.
But how can you squawk 7500 once you have been hijacked?
You probably do it as they breach the door lol
Alexander H
That's my guess as well.
No one can get through the cockpit door without the pilots opening it. They have pleanty of time to do whatever. And these days in any case the pilots would not let anyone come in even if they say they are gonna kill all the passengers, because of 9/11, the people died anyways plus a lot of others did too
The bad guys won't get into the cockpit in the first place. Even if you had a gun, you wouldn't get it open.
Just wait for a pilot has to use the toilet
Hey captain joe, Where do captains eat? If they eat in the cockpit is the Instruments waterproof? What if someone spills someone all over the panels lol
On most planes you have a tray and you put it on your lap and eat your meal and get real tired of the food. I did it that way for 30 years. Most things will survive some spills but some times they fail. Important things are hard to kill with a coffee or soda spill. We did not put our liquids on the center pedestal for a reason. But it did happen.
Captain Joe, you are simply stunning in appearance, and adorably charming. It’s always a joy watching your videos.
I'm not a pilot but enjoy his videos..... Very easy to overstand.
Capt Joe, excellent video to keep us grounded retirees in touch with the terminology used in these videos.
I love the personal touches interjected in them. Az Viking from Copenhagen!
Thanks Joe, I didn't know the hijacking code, let's hope I never see it on flightradar 24, happy flying my friend and look forward to your next video....
Rob, there are some things you never see on FR24. I believe certain planes are actually blocked for VIP sensitivity reasons.
Why do all planes smell the same?
For the same reason all truck exhaust smells the same.
Same/similar materials for the seats and trays etc
Same alcohol brand
Because you are there?
This was a great video I'm trying to get into a flight attendant job any recommendations on wat airlines I should apply for
AIR. NIKE530 what country do you live in
I heard United Airlines has open positions
Ref my post on your colleague's post (74gear):
I really dig the one about "7500". One beef that I do have is that in Europe the VFR code is 7000, with a (VERY) small risk of inadvertently changing the second digit to 5,6, or 7. This is why in flight training we always put the transponder in standby mode before changing the code (though sometimes, some pilots forget to do that - not often, but it does and has happened -- with some rather interesting comments from ATC -- and sometimes a Cirrus DA40 pilot being met by police upon landing...🤪). More modern transponders in the last few years have a single button to push to go "squawk VFR" (thinking specifically of the Garmin and Avadine). I think in the US they use 1200 for VFR if I'm not mistaken, and more specifically to avoid the risk of inadvertently going to 7500, 7600, or 7700. Nevertheless, the 4-digit transponder codes (at least in Europe) are VERY gradually becoming obsolete since Mode-S is now standard requirement, and each aircraft has a unique hexadecimal mode-S code assigned to it, and most radar installations at least within territorial airspace in Europe are Mode-S equipped (though many ATC units still assign a transponder code for IFR flights, or other flights passing through one or more classes of controlled airspace just in case -- and some codes used specifically for IFR training even when in uncontrolled airspace -- remembering back to the days of training for my I/R).
Add ADS-B to the picture and it's even easier to identify a specific aircraft no matter what 4-digit transponder code they are using, even using amateur passive receivers that are commercially available for aviation enthusiasts which can actually plot the exact position, altitude, and mode-S hex identifier on a map in real-time. As a bit of trivia for your viewers: The transponder codes have digits only between 0 and 7 (no 8 or 9). This is because the electronics in the transponders back in the day were based on the OCTAL system (and not binary, decimal, or hexadecimal).
Hi captain Joe, great video! The squawk code is actually an octal code, not a decimal code. (i.e. each digit is 0-7, not 0-9.) When the transponder replies, it transmits a series of pulses called a "frame" to convey a 12 bit binary number which identifies the aircraft. (A total of 4,096 possible squawk codes.) The frame consists of a start pulse, and stop pulse (called framing pulses) and in between the framing pulses are the 12 data bits. The presence of a pulse indicates a binary "1" and the absence of a pulse indicates a binary "0". (It's basically an asynchronous serial data message.) Each octal digit in the squawk code corresponds to three pulses in the pulse train. After the second framing pulse, there will be an additional pulse if the pilot pressed the IDENT button. This is called the SPI bit. (Special Position Identification) I once worked in radar data processing, so I know a lot about ATCRBS. (Air Traffic Control Radar Beacon System) Anyway, I don't want to get carried away because it gets much more complicated!
My mom: Go learn a bit
Me: Okay mom!!
*Watches Cpt. Joe* :D
How many people clicked on this video because Airforceproud95
Thank
I have a dual engine failure in my glider
Oh and a hot air balloon has just passed by going 400 knots!
squawk 7500
B L O G
Swiss 001's favourite video
Awesome video.
my shortcut is ICE
I- unlawful Interference- 7500
C-Communication glitch-7600
E-Emergency/ distress-7700
interesting, back in the 80's I met my dad for lunch at Van Nuys Airport. Afterwards he got on the payphone ( remember those!! ) called the tower and told him he was taking off in a AgCat ( a biplane crop duster ) without radios. Asked the tower to give him a green light when ok for him to take off. It amazed me that in this day and age of modern communication that flashing a green light from tower to aircraft was still a thing.
last one sounds like it could be a pilot pickup line. "are you squawking 7700 because you look like an angel" a play on the "did it hurt when you fell from heaven" line.
Airforceproud95 should be Airforceproud7500 :D
I'm here because I am stuck on FSX. xD
Since i subbed to your channel i knew aviation was somewhow complex but not to that point. I'm learning new stuff in every of your videos. Thanks for keeping us educated.
I still remember my high school Aeronautics class, close to a Ground school in depth. They warned us to turn off the transponder when changing codes, for alarms go off somewhere, when you squawk any of those 3 codes!
"4447-4452 Operations above FL600 for SR-71/U-2 operations from Edwards AFB (USA)"
Now, using that might gets some attention! ;)
7500-Formation Flyover with F-18s
7600-ATC Mute Button
7700-Priority Landing Anywhere
(Its a joke)
Yeah, a stolen joke
@@epicgamer747 no actually original comment said f-16s
If you need a Mnemonic device to remember 3 common squawk codes, I really do not think you should be the captain of an airplane.
Hey Joe,can you do a video about the mach number?
it's not that hard Mach 1 = Speed of Sound, Mach 2 e the double and sometimes speed can be measured or displayed my mach number like Mach 0.79
NAME Concorde videos coming covering the mach number😉
Captain Joe thanks Joe!
Everything I learned in the beginning of my flight training, is like Captain Joe was right there listening. The man know his stuff
I like the way you explain and tips for remembering using a simple sentence
Who else sees the titles of these videos and are like, "who tf doesn't know this" but I'm sure a lot of people do. Aaannndddd I still watch them....
If he was still a 320 pilot I am sure he could be on the market for cool drive through advertisements for fast food restaurants.
Me.
where are the a320 videos😂 10 weeks.... 10 vids....
MMR MMK next week the series continues! Sorry, I just wanted to mix it up a bit😉
Dieselbe Frage hab ich mir auch grade gestellt ;-) Danke für die tollen Videos bisher. Mach weiter so und niemals aufhören ;-) Grüße
Captain Joe i have a question for you about landing gear. During extreme crosswinds, does the main landing gear provide for some limited amount of turning to compensate for the yaw angles when touching down, or are the tires being scrubbed at an angle until the plane straightens out?
I dare you to make a merch T-shirt with text "squawk 7500" , and wear it to fly
only if you want to meet some bulky types at airport. and they wont take "but but it's so funny !!!" as as reason.
Love your channel Captain. Great information delivered in way that's easy to understand! Please keep it up.
Thank you so much for the audio book Captain Joe!
When he did the 3 finger gesture ( middle index and thumb) I knew he's German.
former air berlin pilot.
my favorite squawk code is: 7777
It means "SSR monitors" (7776 and 7777).
If you want F18s following you sure haha!
Crogy 92 hahaha bye bye bitches hahaha
I heard the following rhyme: 75: someone else wants to drive. 76: radio needs a fix. 77: we're going to heaven. Morbid, eh? Thanks Joe, your videos are awesome :)
Just amazing...... keep it up..... every word to appreciate you will fall short....
Hi Joe, sorry for offtopic, if it has been already mentioned and correct me if I am wrong... But you mentioned in video, that A, C and S transponders provide position information. This is not correct. Position for ATC is gathered via bearing of radar beam, distance from radar is computed by signal (response) delay. Only ADSB systems (TACAS) provides realtime coordinates based on GPS or inertial system. Thats why there are multilateral located aircrafts i.e. at Flightradar24.
This is all so interesting. Thank you for explaining so well. Cheers!
A week ago I was plane spotting Cleveland Hopkins Int'l heard "United flight (don't remember the number) 757 heavy, Squawk 7700 we have a medical emergency on board. Interesting to listen to all communications. Then I hear this after I see the aircraft on is final turn to short final United.... turn right at 0330, clear to land after turn, ARFF medical standing by for you at your gate. Never knew the squawk codes until now. Thanks, Captain Joe!
the memorization aids are a great help. Thanks a lot! About to take my knowledge test. I will use this
One correction for you--Mode A/C transponders do not transmit aircraft position in replies. The direction the ground antenna is facing, plus the round-trip travel time for interrogation and reply signals, minus the transponder delay, allow the ground system to compute the aircraft position with each reply. Of course, this position should correspond with position indicated by the return signal (echo) from the primary radar. Mode S transponders did not contain aircraft position in transmissions when originally activated in 1992, but most have now been modified to add that information as part of the implementation of ADS-B.
First of all I liked your video explaining squawk codes. Keep up the great work! But my question is, if your plane has lost communication with ATC and has an emergency on board. What code is the pilot obliged to enter?
7550?😂😂😂XD
Flight Royale maybe 7600 and then switch to 7700 and keep doing that? I’m not sure though
Great job Joe, enjoying all your series.
What is the different between the ATCRBS code and the SQUAWK code?
Hi,well done sir.
Still on hold regarding more fuel information other than the video previously done "Block Fuel" .
wow Captain u know your story , all the best , AVIATION INDUSTRY is so lucky to have people like u
This was great! Just got into aviation recently, and had heard SQUAWK mentioned numerous times. Your vid popped into my feed just as I was getting ready to search for what it meant. Insta sub! Keep it up!
Really nice video. I knew about 7500 and 7700. I never knew about 7600. So thanks for explaining that