Just out of curiosity... Does your unpaid leave have something to do with the mentioned attempt at avoiding ghost flights you talked about a few days ago? As in reduced operation and therefore an excess of staff at the moment?
Shouldn´t it be two inteceptors. One that do the signaling to the aircraft and one High behind to look at what the Plane they intercept do. After all it´s not easy to se whats happening behind even a fighter jet.
A friend of my dad's was flying into an airport decades ago on an older aircraft; steam gauges, and so old they actually had a flight engineer. They lost some power mid flight, and right after they had contacted tower on their final approach, the radios died. He thought he had heard ATC say he was first to land, but he wanted to be safe, so he did a pass around the airport to make sure no one was landing or taking off. And he ended up making 2 more passes before finally landing. As soon as he got in the hangar, ATC phoned him asking why he made 3 passes when they were giving him the green light from the tower. He asked "what color are your windows in the tower?" Supervisor said "They're blue, why?" "You can't see a green light through a blue window" ATC tower had a balcony, and they had the old hand held spotlights, they were trying to shine it through the window from their station instead of going out to the balcony lol
Mentour, for many years I was a licensed reactor operator at a nuclear powerplant. As time went on, our communications standards evolved from two-way to three-way (i.e. your closed loop) and it was very strictly enforced. We also stopped using "increase" and "decrease" for reasons of clarity, I wonder if aviation does the same? Occasionally, I'd get tongue-tied and say upcrease or downcrease, and the sim evaluators would be seen furiously scribbling notes! Uh oh, the critique will be entertaining today.
If no one has answer to you the only word that comes to mind is the number 9 we say niner, also we dont say ten we say one zero, and when it comes to thousands we don’t say fifty five hundred we say five thousand five hundred, if it is 15000 we say one five thousand. I hope after a few years this helps
That’s exactly what I thought! I said, “honey, we’re about to learn Morse code with a flashlight!” She was cooking, and not nearly as excited as I was.
@@amargoun the only other Morse code I know is 3dots 4dots 2dots dash My grandfather was a telegrapher for the railroad, and had an interesting sense of humor with his grandchildren
I’ve had to message pilots via ACARS that ATC is trying to get ahold of them. The responsible center will call our ops center and the sup will tell the responsible dispatcher. I’ve also had an aircraft on my “desk” message me to let me know that ATC was trying to reach another one of my company’s flights. Luckily, the other flight was another flight I was following already, so I was able to message them via datalink/ACARS and they were able to get in contact with the proper center. :)
Can you talk about the MEL with regards to radios? I was on a flight in the US that got delayed on the ground. The plane was an MD-80, the delay was due to a bad radio. The pilot mentioned that they could fly with only one radio but that the one functioning radio HAD to be radio 1 because that was the only radio powered by the APU in the event of a dual engine or generator failure. Since the good radio was radio 2, we had to wait on the plane for maintenance to come swap the radios so we could fly. Interesting side note from a flight I was on this week where I thought of Mentour Pilot - as they were pushing back and the starter on the first engine was engaged we heard a distinct CLUNK (then a groan from the passengers), the wing walker held up his sticks in an X, engine start was canceled and we came to a halt. A few minutes go by, we're thinking the plane hit something. Captain finally comes on the PA and tells us the towbar broke! I was on a half-full 737 and they broke a towbar! I don't know what part of the bar broke. 10-15 minutes later they continued pushback with a different bar and tug, there was apparently no damage to the plane.
Mike Levy , there is a shear pin on tow bar. if the tow car applies excessive force or abrupt maneuver when push the aircraft, the shear pin on tow bar is broken to avoid to damage aircraft nose landing gear. After a quick check you can go on pushback with a different tow bar.
MEL varies by planes and sometimes even by airlines, according to FAA as long as there is a two ways communication you are good, but there are some issues with that. For example back when i was learning in school we went out with radio 1 inop and radio 2 was ok, during my training flight our com 2 failed as well so we had to do a few of the things he said but since it was a training airport we just called the tower by phone and got our clearance on the phone lol. So going back to your question even though you are ok by FAA regulations to go out with one radio it is better to have engineers check what happened to comm 1, because it could happen to comm 2 like it did to me
This is an interesting coincidence. The movie Cast Away was on last night and just before the Fed Ex plane crashes, they are going through some of the loss of communications procedures talked about in this video.
The reason HF reaches farther isn't directly because longer waveleghns go farther. It has to do with how the atmospher and earth react to different wavelenghs of radio waves. The atmosphere tends to bounce HF, while VHF and UHF tend to go straight through it. MF and some LF can be propigated along the gound and follow the curve of the eath to some degree.
I had a mid flight radio failure during my private pilot flight training. Flying outside controlled airspace from a class D (general aviation) airport. 1. Squawk 7600 on the transponder. GA airport was near a major airport so it should have been picked up on radar. 2. Continue transmitting as normal. It may be only your receiver has failed. 3. I was not that far into the flight so I headed back to the departure airport. 4. Put the VOR on audio. Some VOR's can transmit a voice signal if necessary. 5. Check you are on the right frequency. 6. Check misc things such as radio volume, if using a headset put radio on speaker, check radio circuit breakers etc. 7. Follow normal pattern entry procedures when you are getting back to the airport. 8. Check the tower (if there is one) for light signals. Above all, remember the golden rule of priorities: 1. Aviate 2. Navigate 3. Communicate.
When the German Air Force One had this problem last year, they used their satphone. Isn't that an official procedure? And what about the permanent data link many planes have to their airline or the airplane manufacturer? Is it possible to use this to communicate?
Those all work on some type of radio transmitter, but yes if you have other devices like a satellite phone or cellular phone you can attempt to use them. The data links are not suited to communication with ATC, these only send minimum data packets about the systems. For a single pilot aircraft the work of using the telephone may be too much burden and it is better to simply fly the remaining portion of the flight plan if it is short, or fly a common published route to an alternate airport if the remaining flight is very long.(pilot judgment for how long is long) Air traffic control knows your flight plan and has already given clearance for the plan and in modern times you are on radar. Many of the procedures date to a time when radar was rare and there were no satellites or mobile telephones.
While flying a venerable Cessna 152 on a x-country, during a takeoff from an uncontrolled airport the radio tuning knob fell off and rolled to parts unknown......as I was flying to a towered airport, I pondered this a bit and decided to contact the on airport FSS (I'm dating myself here, yea, a Flight Service Station of which there were very many then) as they always monitor 122.8. So, when I was about 25 miles out I contacted them, gave them my ETA and asked that they relay my predicament to the tower.....As I approached the airport, I soon got the steady green right off the bat as they knew I was coming, rocked my wings, gave the windsock a look and made an uneventful landing. On the ramp, I found that little ole knob beneath the rudder pedals. Moral of the story..... in addition to a flashlight, carry a multi-tool (which we didn't have back then). BTW, had that happened today, I probably would just call the tower on my cell phone...Progress at its' finest!!
Personally I experienced radio failure on a solo Cessna 172 VFR route as a SPL. I squawk 7600 and rock my wings in front of control tower twice but I didn't see any flash light or flare but I saw chopper holding in air after I rock my wing 2 times in front of control tower. Since I saw the chopper holding there I just proceed to land with extra cautious and immediately vacate the runway upon landed. It was a good experience that I'll remember for the rest of my life
I always have a handheld in the plane with me in my bag. All what you explain is right, however the problem is, like flight MA370, if you loose all electrical. You will have no radios, avionics transponder or anything else. I carry a handheld with nav and com in my flight bag.
I do not know if you ever have an opportunity to test such a radio, but chances are that the range will be significantly reduced. The regular radio uses an external antenna with unobstructed line of sight, and has 25w of transmit power. The handheld can only send / receive it's signal through the windows, and probably transmits at 5w on max power. I'd much rather have that than no radio, but it might be less useful than expected.
During my flight training, shortly after takeoff, I actually had a radio failure in my Cessna. I could neither receive or transmit. Relying on my training, I squawked 7600 and made a 180 turn back to airfield. As I neared, I somehow regained radio and landed normally after clearance.
Closed loop communication is a good thing. What's also a good thing is standard phraseology, that makes sure all different messages sound sufficently different so that you don't repeat something that sounds really similar to what ATC said, but ATC doesn't catch the mistake because it sounds so similar to the correct message. By the way, did you order "an ice tea" or "a nice tea"? ;)
Hang in there! Hope this all blows over soon. In my plane I have two radios, a handheld radio, and a fancy headset that talks my cellphone with Bluetooth. If those all fail it's down to the light gun or divert to an airport where no radios are required. In 10 years of flying I've reviewed NORDO arrival procedures twice but have never actually had to use them.
Good video, I (partially) lost my communication on the third solo flight, at least I could not hear the air traffic controllers, though they could hear me. It was combination of bad radio in the aircraft and the frequency that was out of the range of the second radio... I was quite worried about the whole situation, but eventually I changed the frequency to the one used in the nearby area and that one worked. And the traffic controller agreed I can stay on that frequency when I could not hear them on the proper one when I got more altitude. That was quite worrying because I was really unsure about the terminology or the nature of the problem and I was quite busy following the map:)
@Mentour Pilot - Had you ever situation of total loss of communication? Was you intercepted by fighters? Is this often happens? I think it is a big stress for everyone. By the way - I love your podcasts about psychology in aviation, stress managing and general wellbeing. It is a very important thing, not in aviation only. Stay safe and healthy, keep away from viruses! Great flights! :)
Total loss of communication for a commercial aircraft would be almost impossible, due to the fact that the 3 VFH systems are completely independent and the HF systems are independent, minus the antenna. Spilling liquid on the center pedalestal would create a much bigger issue.
Interesting in the USA there is no 7 minute rule. We stick to the latest ATC instructions or cleared flight plan timeline whether the next turn is in 1 minute or 20 minutes. Our ATC will often add "expect xyz in 5 minutes" or "Expect further clearance at 17:12" the end of a clearance. Which is the time to continue with the filed plan if communications are lost. But this is normally only used for things like departures where you may be out of contact for a few minutes but because of terrain you need the next step in the plan, or with a hold you just can't hold forever.
Pffft, amateur. Nearly everyone that knows me says that. But, I used to jump out of aircraft at night with full combat gear for a living. Do you actually expect me to be normal?
In my Airport the standard is to fly runway heading at 500’ above traffic patterns using 10L, been the farthest from the tower and the least used runway for inbound traffic
There was one time in 2004(I believe) where at LAX, all of the pilots lost all radio contact from the nearest radio station, and all scrambled about what happened. It was believe that the cause of the station shutting down unexpectedly was because of the way it was keeping track of the date and time. You see, every computer keeps track of time using a counter to represent the amount of time that has passed since whenever it was created. Take for example UNIX time. This time counter keeps track of the number of seconds since 00:00:00 on January 1, 1970CE. This time will run out at 3:14:07 on January 19, 2038CE for 32-bit OSes, and 15:30:08 on December 4, 292227026596CE for 64-bit OSes. In this instance, instead of the computer counting the seconds, it is counting milliseconds; and in this instance, it was a 32-bit system, whose counter ran out at 4,294,967,295 milliseconds, or about 49 days. Because of this, the counter rolled back to 0, causing the entire system to crash, cutting off all of the radio signal, and led to the incident.
Tack så mycket från dublin Peter.. Best channel out there.. Have flown between dub - cph for 30 + yrs on Md80.. A320 and b 73,s.. You have a fantastic channel for us who love av to learn more about the system we depend on to bring us to our loved ones, family ect.. Thank you.. Keep it up.. Har det bra kompis.. 👌😎
What I wonder: If you lost radio and have to land, how do you decide which runway to use? And is the tower then just clearing all runways so you can freely choose?
Fascinating stuff! 👍👌 I know it’s incredibly unlikely but what if you have a radio failure AND need to divert to a closer airport (not on your flight plan)? How do you communicate that? 🤔
I've been enjoying your videos for a few months now and also watched many (if not all) of your previous videos. Keep it up! As an aviation enthusiast and beginning Flight Simmer I particularly appreciate the variety of topics you're talking about and also how your videos are both informative and entertaining at the same time. Regarding ATC I'd like to know if pilots/you have favourite ATCs (which country in general and perhaps also individual ATC staff)? Do you remember/recognise who is talking to you after all? I'm referring to people like KennedySteve who, guessing from the numerous videos out there on TH-cam, is one of the best air traffic controllers one could imagine. Maybe there is somebody like this around somewhere in Europe too? :) Are there any funny or particularly professional ATC talks or maybe also a few involving (possibly) serious misunderstandings with ATC you can remember?
What's happen if you have a radio failure and an emergency at the same time? Do you change continuously the squawk code from 7600 to 7700 or you put another squawk code?
At that point it doesn't really matter. Both are emergency situations, and as long as you've communicated that to ATC thru squawking 76 or 77, they know something's up. I'd just squawk 77 so they know there is a general emergency going on, and I'd get my aircraft down on the ground as soon as possible (or whatever stated in the QRH and general/local procedures for the area I'm flying in). Worst case scenario QRA scrambles, intercepts you, waggle their wings, and you just flick on and off all lights with short intervals to tell 'em you got an emergency.
7700 would also cover lost communications. 7600 is lost communications without a general emergency. 7600 expects the plane to keep flying a normal route, speed, and altitude on the filed flight plan. 7700 expects the plane to do anything and ATC must clear a large area of airspace around the plane, ATC may also dispatch emergency ground response to the place of landing.
Always: “Aviate, Navigate, Communicate” set 7700 and get the plane down safety as possible. Always assume that that radio transmit is working but RX is screwed, so you explain your situation 121.5 Mhz AM and follow what you say with smooth predictable actions.
In some of the air-accident videos I've seen, a plane that loses its engines occasionally loses all power to the radio, nav aids, and sometimes even cabin lights, as well as hydraulics. Apparently more modern aircraft are designed so that this doesn't happen.
@@adamw.8579 When I was a kid in the 1950s, there were a lot of old movies (left over from WW II) on TV. The crews of big war planes, like the B-25, included pilot, copilot, navigator, engineer, radio operator, bombardier, and several gunners. The pilot could concentrate on flying the plane, while the navigator figured out where they were, and the engineer and radio operators worked on restoring communications. It now appears that the pilot and the co-pilot share the jobs of navigating and communicating, while flying the plane. (And flight attendants used to have to be registered nurses.)
@@purplealice And pilot was a real pilot not computer operator like now. When tech fails most of nowadays "pilots" is defenceless. Many of critical situations going fine was sorted by ex-military pilots, but in sim sessions new pilots fails.
I used to they think he got lucky with such mellow dogs. My working theory now is that Mentour Pilot exudes an air of competence & confidence that puts the animals at ease. It's a secondary benefit from being a good pilot trainer/instructor.
I remember on one of the video someone commented he should buy a green pillow (he had 2 red ones before) and place them like it was novigation lights and in the next video he had them placed like this
Hello! I'm Rodrigo Masis from Costa Rica, I'm a Commercial Pilot, and during my private pilot training, flying solo, I had a completely lost of communication, I was flying a Grumman AA-5A, from a non towered field to a Class C airport, I flew all the established flight route, without communication, with 7760, I flew all the flight plan, and approach, landed at the airport MRPV and taxi to the gate without any issue, now of course I was so naive and had few flight hour, but now I suppose ATC always maintain separation from me and other aircraft due to the transponder code, and they already knew I had a "trouble" because I did't see any traffic on final or even the approach, and the kinda give the priority? could I be right about that?
Yes, when you squawk 7600 (I assume you meant that), ATC knows that you have communication failure and assume that you will follow the appropriate procedure. Normally, the tower should have given you light signals to clear you to land.
Sorry to see your son using a saitek / logitech yoke. I suffered with that one for years. Did all sorts of modifications. Still drove me nuts. Recently, I got in my brand new honeycomb yoke. What a difference! Now life is fun. Love your stuff. Hope your work position is short-lived.
A portable satellite telephone with its own internal battery could be a backup system to provide communication. Aircraft could be fitted with a small external antenna that could be plugged into the satellite telephone by means of a cable.
I used to fly NATO AWACS as a mission crew. We were always listening to 243.0 UHF. We could receive and I believe transmit on 121.5 VHF has it is an harmonic frequency to 243.0 UHF. Isn't civil aviation using UHF?
question about ATC area of control. I know in places like Europe you are being passed off from ATC to ATC very regular. But what about say a flight from New Zealand to USA which spends the majority of the flight over the Pacific Ocean?
Another great Mentour video - thanks. Based on the BA 2276 lost engine on take off at McCarren (LAS) was courious to hear your / 737 procedures for loss of engine during take-off and evacuation of PAX
I am 66 years person a great fan of yours and having a great enthusiast in Aviation since my child hood during the days of Dakotas, Super Constellation, Trident and many more. Sir, I would like to know why some aircrafts have T-shape tails. And also why do the pilots ask for Specific Gravity of the aviation fuel after completing a refuelling. Thank you.
Who else finds the coloured screens and lights of a cockpit extremely aesthetic. I wish my car looked like that with all the artificial horizons and altitude meters😂
Petter, could you explain if fighter jets were sent to intercept the highjacked 9/11 flights, did they make visual contact with the planes and what happened? Many of us wondered at the time, after the second tower was hit, whether this was happening, but I’ve never seen an update on what actually happened that day. Thanks🙂
In the confusion of the day, the fighter jets weren't even scrambled before the WTC or the Pentagon were hit. They would have intercepted United 93 but it crashed before they reached it. There was a lot of confusion about where the hijacked jets were and even which jets were hijacked. There is a video somewhere that has the radio communication from the day and the calls to local air bases to scramble jets and you can hear how the information from one center gets confused on the way to another and to the military.
Hey petor, hope your health is all good. I am in Washington State and it is getting crazy here everything is on lock down. Really hope the chaos passes quick
Great Show! I’m trying to tell everyone about your plight. Time To Circle the Wagons. World Shutting Down at the worst possible time for me. We gotta Hang In There! CJ
Any videos on how pilots hear or train to hear over radios? When I listen to recodings of radio transmissions I cannot understand it most of the time even when I replay several times.
You could get a scanner capable of receiving aircraft frequencies. Might consider getting one that's capable of receiving military aircraft frequencies as well.
What do you squawk if you have both a general emergency and loss of comms? Say, a major electrical event that knocks out your radios and also some control systems?
dont fight with TSA.They just doing their jobs. Like lot of service industry jobs: very important service, low pay, lots of rules and patrons that don't understand the rules.
What about a total electrical failure. Air instruments only and interior lights fading to off. This happened to me many years ago on a night flight from London (Biggin Hill EGKB)) to Antwerp (EBAW) flying a C310. I grabbed my flashlight to see in the pitch black and my handheld transceiver to contact Brussels approach and after Antwerp Tower. I was told that they had already lost me (no more transponder emission). Fortunately I had just cleared crowd cover and proceeded on a makeshift procedure turn for RWY 29. It all worked out and the biggest fun was to manually lower the gear. My passengers however weren't thrilled with the porpoising motion. Moral of the story GA is to always carry a handheld radio.
This is a fascinating topic and I (non-pilot) learned some new things here. One thing that wasn't covered was what happens after the comms-disabled airplane is back on the ground again (let's assume an airliner, not a Cessna). How would the pilots know where to go and when? Would an emergency vehicle or some other piece of ground equipment drive out to the (now stopped presumably) plane on the runway in order to guide it to the gate? If so is there yet another alternative visual communication protocol that would be used by the ground personnel to communicate with the pilots until they got to the gate?
@@marknewman3712 Ah, you're right, good catch, I missed that. Still I'm curious to know if the operators of this car and the pilots have any (perhaps internationally-standardized) visual communications protocol. Some kind of signalling that would be sure to be understood and unambiguous. I suppose that by that point the folks on the ground could just hold up a sign with phone number on it for pilots to call to reach them or reach ground control. Now that I'm thinking about it, I wonder if there's enough to the topic of pilotground (not ATC) communications to fill a separate @Mentour video, assuming he hasn't made one already?
Hi Mentour Pilot! I dont know if you ever read that because it is on an old video but anyway: First: i hope you doing absolutley fantastic, ( ;-) ) and second: i am currently in flightschool.. i just had a 30 min try-flight, then i made my medical and now i am in the theory-part... and i absolutly loving your videos. it is a great assist to the flightschool, you explain things so easy and with video-examples and and and, it really helps me. thanks for your work! best regards from switzerland
Kind of crazy to me that managing the airwaves is manual. The reason cell networks can carry so many users is that the sharing is automated. But I guess this makes sense when you think about the fact that aviation was invented before automatic airwave sharing. Still, it seems like there could be lots of benefits from transitioning to automatic airwave sharing, like never losing contact due to human error...
Thanks for another great video. I'm just curious as you do all these videos on different topics and sometimes obscure things, how much of the material do you have to look up before you put it out there on the Internet for everyone to critique? Do you just know everything and you don't need to double check or do you do a good amount of double checking just to make sure you haven't forgotten something that you may have learned 10 years ago. Thank you
"Since wavelength longer will reach further" - that's quite a misconception! Lower HF frequencies (and yes, they are low in comparison to VHF (Very High Frequency) we normally use to communicate) follow the same rules as any other radio emission (including visible light). They can penetrate transparent stuff directly, they are cut off by non-transparent stuff, and they may be reflected by the mirror. Earth simply has a mirror in the skies - it is called 'ionosphere' and it reflects HF waves back to Earth allowing it to be heard/seen beyond horizon. Unfortunately that mirror is somewhat 'dirty' - plenty of noise predominantly due to solar radiation - that's why HF is so crackly and sounds differently at night or at day. Air is transparent for VHF, ground is not, ionosphere does not reflect VHF - thus VHF line-of-sight communication. Flashlight from the tower is a radio too (technically speaking): red and green are just different frequencies and it just happens that our eyes are actually good at receiving such radio signals. And light is similar in properties to VHF: goes through air, blocked by ground, not reflected in the skies. With appropriate power of flashlight tower can communicate signals at quite a distance :) Sorry for barging in - really love your vids! But I guess a good correction is appropriate and as a pilot you will just pragmatically accept it.
Hi Mentour, just a quick question on this. Once you have followed the standardized IFR loss of comm procedure that you mentioned first (7 minutes straight, then flightplan as filed) will the tower still use the lights to clear you out of the holding patern to the airport or during final? Or can this procedure be completed without a (visual) landing clearance?
Hi, whenever I watch a movie containing some snippets of ATC comms recording, it is astounding how you pilots are able to pick up all these numbers being said so quickly, often distorted by the radio transmission or device bandwith, and also the mixture of spelling with real words. And no "once again"s or "could you repeat"s needed! Even though I reckon my English to be at a level beyond just basic, I simply cannot admire pilots enough in that they understand everything at such a fast pace. Is this a skill that comes with time during training, or do you have specific trainings just for handling the comms?
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Just out of curiosity...
Does your unpaid leave have something to do with the mentioned attempt at avoiding ghost flights you talked about a few days ago? As in reduced operation and therefore an excess of staff at the moment?
This incident happened recently with PIA.
There's some pretty nice math classes on Skillshare.
Shouldn´t it be two inteceptors. One that do the signaling to the aircraft and one High behind to look at what the Plane they intercept do. After all it´s not easy to se whats happening behind even a fighter jet.
please explain RNAV!
A friend of my dad's was flying into an airport decades ago on an older aircraft; steam gauges, and so old they actually had a flight engineer.
They lost some power mid flight, and right after they had contacted tower on their final approach, the radios died.
He thought he had heard ATC say he was first to land, but he wanted to be safe, so he did a pass around the airport to make sure no one was landing or taking off. And he ended up making 2 more passes before finally landing.
As soon as he got in the hangar, ATC phoned him asking why he made 3 passes when they were giving him the green light from the tower.
He asked "what color are your windows in the tower?"
Supervisor said "They're blue, why?"
"You can't see a green light through a blue window"
ATC tower had a balcony, and they had the old hand held spotlights, they were trying to shine it through the window from their station instead of going out to the balcony lol
thundercactus that was a great story!
Good airmanship too.
Very cautious.
ATC shouldn't mess with pilots
@@alexdrudigmail it wasn’t the ATC messing. The ATC needs to talk with pilots to get there perspective and know how to correct mistakes.
Communication failure with the wife often triggers Master Alarm Caution.
This comment deserves more likes! 🤣
Lol! Okay....this made me laugh!
U can blindly transmit your messages
lol 🤣
😂😂😂😂
"Closed loop"
in networking we say:
3 way handshake :)
I would make a networking joke, but it would be a SYN...
@@bradwilmot5066 Ack Ack Ack Ack
@@bradwilmot5066 Are you quite FINished?
This almost warrants an UDP joke, but I don't know if you would get it.
Geeks interested in aviation? implausible.
Mentour, for many years I was a licensed reactor operator at a nuclear powerplant. As time went on, our communications standards evolved from two-way to three-way (i.e. your closed loop) and it was very strictly enforced. We also stopped using "increase" and "decrease" for reasons of clarity, I wonder if aviation does the same? Occasionally, I'd get tongue-tied and say upcrease or downcrease, and the sim evaluators would be seen furiously scribbling notes! Uh oh, the critique will be entertaining today.
I've never used upcrease, but I am familiar with updog.
@@InservioLetum what's updog? ;)
@@muenstercheese yoga pose
If no one has answer to you the only word that comes to mind is the number 9 we say niner, also we dont say ten we say one zero, and when it comes to thousands we don’t say fifty five hundred we say five thousand five hundred, if it is 15000 we say one five thousand. I hope after a few years this helps
Mentour: I want an ice tea.
Also Mentour: I want a nice tea.
Oh...
4:58 Even then, you could get an iced tea, or a nice tea, or a nice tee, or even a visit from Ice-T.
My wife and I have have miscommunications like this all of the time.
Or.....Anise tea.
Or ... a nice bee (bumblebee)!
I thought you were going to teach us Morse code with the flash light :-)
That’s exactly what I thought! I said, “honey, we’re about to learn Morse code with a flashlight!” She was cooking, and not nearly as excited as I was.
3 short, 3 long and 3 short again means S O S.
Do not show the fighter pilot a 000 - - - 000 - - - 000 - - - SOS. You will raise alarms almost as loud as 7500 squawk.
@@amargoun the only other Morse code I know is 3dots 4dots 2dots dash
My grandfather was a telegrapher for the railroad, and had an interesting sense of humor with his grandchildren
MN e too 😂
I like how you've arranged pillows as position (navigation) lights! Brilliant!
I am a nautical captain, so I've also spotted it straight away!))
Ah! red to red when returning to his sofa so he shouldn’t miss it😉
But the camera horizontal trimming is slightly off.
I’ve had to message pilots via ACARS that ATC is trying to get ahold of them. The responsible center will call our ops center and the sup will tell the responsible dispatcher. I’ve also had an aircraft on my “desk” message me to let me know that ATC was trying to reach another one of my company’s flights. Luckily, the other flight was another flight I was following already, so I was able to message them via datalink/ACARS and they were able to get in contact with the proper center.
:)
He brought you a bumble bee because beauty is in the eye of the bee holder.
Haha... but a bee in the cockpit is bad....
@@JC-gw3yo But 1 in the hand is worth 2 in the bush.
Can you talk about the MEL with regards to radios? I was on a flight in the US that got delayed on the ground. The plane was an MD-80, the delay was due to a bad radio. The pilot mentioned that they could fly with only one radio but that the one functioning radio HAD to be radio 1 because that was the only radio powered by the APU in the event of a dual engine or generator failure. Since the good radio was radio 2, we had to wait on the plane for maintenance to come swap the radios so we could fly.
Interesting side note from a flight I was on this week where I thought of Mentour Pilot - as they were pushing back and the starter on the first engine was engaged we heard a distinct CLUNK (then a groan from the passengers), the wing walker held up his sticks in an X, engine start was canceled and we came to a halt. A few minutes go by, we're thinking the plane hit something. Captain finally comes on the PA and tells us the towbar broke! I was on a half-full 737 and they broke a towbar! I don't know what part of the bar broke. 10-15 minutes later they continued pushback with a different bar and tug, there was apparently no damage to the plane.
Mike Levy , there is a shear pin on tow bar. if the tow car applies excessive force or abrupt maneuver when push the aircraft, the shear pin on tow bar is broken to avoid to damage aircraft nose landing gear. After a quick check you can go on pushback with a different tow bar.
MEL varies by planes and sometimes even by airlines, according to FAA as long as there is a two ways communication you are good, but there are some issues with that. For example back when i was learning in school we went out with radio 1 inop and radio 2 was ok, during my training flight our com 2 failed as well so we had to do a few of the things he said but since it was a training airport we just called the tower by phone and got our clearance on the phone lol. So going back to your question even though you are ok by FAA regulations to go out with one radio it is better to have engineers check what happened to comm 1, because it could happen to comm 2 like it did to me
This is an interesting coincidence. The movie Cast Away was on last night and just before the Fed Ex plane crashes, they are going through some of the loss of communications procedures talked about in this video.
The reason HF reaches farther isn't directly because longer waveleghns go farther. It has to do with how the atmospher and earth react to different wavelenghs of radio waves. The atmosphere tends to bounce HF, while VHF and UHF tend to go straight through it. MF and some LF can be propigated along the gound and follow the curve of the eath to some degree.
I had a mid flight radio failure during my private pilot flight training. Flying outside controlled airspace from a class D (general aviation) airport. 1. Squawk 7600 on the transponder. GA airport was near a major airport so it should have been picked up on radar. 2. Continue transmitting as normal. It may be only your receiver has failed. 3. I was not that far into the flight so I headed back to the departure airport. 4. Put the VOR on audio. Some VOR's can transmit a voice signal if necessary. 5. Check you are on the right frequency. 6. Check misc things such as radio volume, if using a headset put radio on speaker, check radio circuit breakers etc. 7. Follow normal pattern entry procedures when you are getting back to the airport. 8. Check the tower (if there is one) for light signals. Above all, remember the golden rule of priorities: 1. Aviate 2. Navigate 3. Communicate.
When the German Air Force One had this problem last year, they used their satphone. Isn't that an official procedure? And what about the permanent data link many planes have to their airline or the airplane manufacturer? Is it possible to use this to communicate?
Those all work on some type of radio transmitter, but yes if you have other devices like a satellite phone or cellular phone you can attempt to use them. The data links are not suited to communication with ATC, these only send minimum data packets about the systems. For a single pilot aircraft the work of using the telephone may be too much burden and it is better to simply fly the remaining portion of the flight plan if it is short, or fly a common published route to an alternate airport if the remaining flight is very long.(pilot judgment for how long is long) Air traffic control knows your flight plan and has already given clearance for the plan and in modern times you are on radar. Many of the procedures date to a time when radar was rare and there were no satellites or mobile telephones.
While flying a venerable Cessna 152 on a x-country, during a takeoff from an uncontrolled airport the radio tuning knob fell off and rolled to parts unknown......as I was flying to a towered airport, I pondered this a bit and decided to contact the on airport FSS (I'm dating myself here, yea, a Flight Service Station of which there were very many then) as they always monitor 122.8. So, when I was about 25 miles out I contacted them, gave them my ETA and asked that they relay my predicament to the tower.....As I approached the airport, I soon got the steady green right off the bat as they knew I was coming, rocked my wings, gave the windsock a look and made an uneventful landing. On the ramp, I found that little ole knob beneath the rudder pedals. Moral of the story..... in addition to a flashlight, carry a multi-tool (which we didn't have back then). BTW, had that happened today, I probably would just call the tower on my cell phone...Progress at its' finest!!
Personally I experienced radio failure on a solo Cessna 172 VFR route as a SPL. I squawk 7600 and rock my wings in front of control tower twice but I didn't see any flash light or flare but I saw chopper holding in air after I rock my wing 2 times in front of control tower. Since I saw the chopper holding there I just proceed to land with extra cautious and immediately vacate the runway upon landed. It was a good experience that I'll remember for the rest of my life
Answer: panic and fly straight line to the nearest airport.
Correct answer: No panic, proceed with remaining instruments and visual clues (if exists) to scheduled destination.
no panic: if radio is lost just use TV
answer: panic ask if any passengers want a go at flying
Runway direction, what is that? We're landing on the roof of the terminal building.
I always have a handheld in the plane with me in my bag. All what you explain is right, however the problem is, like flight MA370, if you loose all electrical. You will have no radios, avionics transponder or anything else. I carry a handheld with nav and com in my flight bag.
I do not know if you ever have an opportunity to test such a radio, but chances are that the range will be significantly reduced. The regular radio uses an external antenna with unobstructed line of sight, and has 25w of transmit power. The handheld can only send / receive it's signal through the windows, and probably transmits at 5w on max power. I'd much rather have that than no radio, but it might be less useful than expected.
@@PsRohrbaugh Test it all the time. Since we are very high the range does not seems to be affected.
0:13 The dog: You are not worthy of my attention!
During my flight training, shortly after takeoff, I actually had a radio failure in my Cessna. I could neither receive or transmit. Relying on my training, I squawked 7600 and made a 180 turn back to airfield. As I neared, I somehow regained radio and landed normally after clearance.
Patxi going « Ta-Daaaaa!!! » killed me. 😄
Closed loop communication is a good thing. What's also a good thing is standard phraseology, that makes sure all different messages sound sufficently different so that you don't repeat something that sounds really similar to what ATC said, but ATC doesn't catch the mistake because it sounds so similar to the correct message. By the way, did you order "an ice tea" or "a nice tea"? ;)
I'm an amateur radio licensee in the United States. We also have UHF, VHF, and HF. So I like your explanation
Hang in there! Hope this all blows over soon.
In my plane I have two radios, a handheld radio, and a fancy headset that talks my cellphone with Bluetooth. If those all fail it's down to the light gun or divert to an airport where no radios are required. In 10 years of flying I've reviewed NORDO arrival procedures twice but have never actually had to use them.
Good video, I (partially) lost my communication on the third solo flight, at least I could not hear the air traffic controllers, though they could hear me. It was combination of bad radio in the aircraft and the frequency that was out of the range of the second radio... I was quite worried about the whole situation, but eventually I changed the frequency to the one used in the nearby area and that one worked. And the traffic controller agreed I can stay on that frequency when I could not hear them on the proper one when I got more altitude. That was quite worrying because I was really unsure about the terminology or the nature of the problem and I was quite busy following the map:)
@Mentour Pilot - Had you ever situation of total loss of communication? Was you intercepted by fighters? Is this often happens? I think it is a big stress for everyone. By the way - I love your podcasts about psychology in aviation, stress managing and general wellbeing. It is a very important thing, not in aviation only.
Stay safe and healthy, keep away from viruses! Great flights! :)
Total loss of communication for a commercial aircraft would be almost impossible, due to the fact that the 3 VFH systems are completely independent and the HF systems are independent, minus the antenna. Spilling liquid on the center pedalestal would create a much bigger issue.
Interesting in the USA there is no 7 minute rule. We stick to the latest ATC instructions or cleared flight plan timeline whether the next turn is in 1 minute or 20 minutes. Our ATC will often add "expect xyz in 5 minutes" or "Expect further clearance at 17:12" the end of a clearance. Which is the time to continue with the filed plan if communications are lost. But this is normally only used for things like departures where you may be out of contact for a few minutes but because of terrain you need the next step in the plan, or with a hold you just can't hold forever.
Wait. Did you just call me a curious person? My wife says that all the time! LOL!
Michael Ogden You see! I knew it!! 😀
Pffft, amateur.
Nearly everyone that knows me says that.
But, I used to jump out of aircraft at night with full combat gear for a living.
Do you actually expect me to be normal?
In my Airport the standard is to fly runway heading at 500’ above traffic patterns using 10L, been the farthest from the tower and the least used runway for inbound traffic
7:52 captain, i'm afraid we overshot Greece 😆
must be Helios 522 : (
Winning!
Those Balkan controllers led him astray.
There was one time in 2004(I believe) where at LAX, all of the pilots lost all radio contact from the nearest radio station, and all scrambled about what happened. It was believe that the cause of the station shutting down unexpectedly was because of the way it was keeping track of the date and time. You see, every computer keeps track of time using a counter to represent the amount of time that has passed since whenever it was created. Take for example UNIX time. This time counter keeps track of the number of seconds since 00:00:00 on January 1, 1970CE. This time will run out at 3:14:07 on January 19, 2038CE for 32-bit OSes, and 15:30:08 on December 4, 292227026596CE for 64-bit OSes. In this instance, instead of the computer counting the seconds, it is counting milliseconds; and in this instance, it was a 32-bit system, whose counter ran out at 4,294,967,295 milliseconds, or about 49 days. Because of this, the counter rolled back to 0, causing the entire system to crash, cutting off all of the radio signal, and led to the incident.
Tack så mycket från dublin Peter.. Best channel out there.. Have flown between dub - cph for 30 + yrs on Md80.. A320 and b 73,s.. You have a fantastic channel for us who love av to learn more about the system we depend on to bring us to our loved ones, family ect.. Thank you.. Keep it up.. Har det bra kompis.. 👌😎
What I wonder: If you lost radio and have to land, how do you decide which runway to use? And is the tower then just clearing all runways so you can freely choose?
13:19 A350 pilots: *_furiously begin taking notes_*
Sorry to hear you are on UNPAID leave, Mentour Pilot. Hope you are back in the air soon... :)
Alarm goes off at the airbase
Fighter pilot :commander are we at war
Commander: no Joe forgot to switch radio channels again
Damn it, Captain Joe! 😉
Bwahahahhahahahaha
Fascinating stuff! 👍👌
I know it’s incredibly unlikely but what if you have a radio failure AND need to divert to a closer airport (not on your flight plan)? How do you communicate that? 🤔
Love your videos man! Your dog is alway in your videos and i think we should have dogs while we get training !
Ambient DIY Patxi is lovely and almost too full of love. He is ALWAYS on top of me 😂
Mentour Pilot ur dog is so cute
@@MentourPilot I'm more of a cat person, but you do have a cute dog there.
Mentour Pilot all your fans love ❤️ Patxi! 🐶 It is so funny 😆 watching him trying to get your attention. Hahahahaha
Love your videos, you are such a good teacher
I've been enjoying your videos for a few months now and also watched many (if not all) of your previous videos.
Keep it up!
As an aviation enthusiast and beginning Flight Simmer I particularly appreciate the variety of topics you're talking about and also how your videos are both informative and entertaining at the same time.
Regarding ATC I'd like to know if pilots/you have favourite ATCs (which country in general and perhaps also individual ATC staff)?
Do you remember/recognise who is talking to you after all?
I'm referring to people like KennedySteve who, guessing from the numerous videos out there on TH-cam, is one of the best air traffic controllers one could imagine.
Maybe there is somebody like this around somewhere in Europe too? :)
Are there any funny or particularly professional ATC talks or maybe also a few involving (possibly) serious misunderstandings with ATC you can remember?
Your pillows like the position lights on an aircraft. Good video Mentour
Fighter: (rocks wings)
Airliner: is that a challenge? Time to play.
Studying this at the moment for one of my exams and it's useful reinforcement. Thanks ;)
K-9 Security going on His Rounds.
I've always wondered about how pilots and ATC deal with a complete loss of communication. Thanks Mentour!!
What's happen if you have a radio failure and an emergency at the same time?
Do you change continuously the squawk code from 7600 to 7700 or you put another squawk code?
At that point it doesn't really matter. Both are emergency situations, and as long as you've communicated that to ATC thru squawking 76 or 77, they know something's up. I'd just squawk 77 so they know there is a general emergency going on, and I'd get my aircraft down on the ground as soon as possible (or whatever stated in the QRH and general/local procedures for the area I'm flying in). Worst case scenario QRA scrambles, intercepts you, waggle their wings, and you just flick on and off all lights with short intervals to tell 'em you got an emergency.
7700 would also cover lost communications. 7600 is lost communications without a general emergency.
7600 expects the plane to keep flying a normal route, speed, and altitude on the filed flight plan.
7700 expects the plane to do anything and ATC must clear a large area of airspace around the plane, ATC may also dispatch emergency ground response to the place of landing.
@@mytech6779 thank you very much
@@Henoik thank you very much
Always: “Aviate, Navigate, Communicate” set 7700 and get the plane down safety as possible. Always assume that that radio transmit is working but RX is screwed, so you explain your situation 121.5 Mhz AM and follow what you say with smooth predictable actions.
Love the visualisations!
Alexandru Gutan Yeah, I have a very talented graphic designer called Dom. He is a genius!
Thank you @Alexandru Gutan
In some of the air-accident videos I've seen, a plane that loses its engines occasionally loses all power to the radio, nav aids, and sometimes even cabin lights, as well as hydraulics. Apparently more modern aircraft are designed so that this doesn't happen.
In general terms - yes. Separate fuses, separate power lines. But always ... You know, Murphy laws always kicks in most painful manner.
@@adamw.8579 When I was a kid in the 1950s, there were a lot of old movies (left over from WW II) on TV. The crews of big war planes, like the B-25, included pilot, copilot, navigator, engineer, radio operator, bombardier, and several gunners. The pilot could concentrate on flying the plane, while the navigator figured out where they were, and the engineer and radio operators worked on restoring communications. It now appears that the pilot and the co-pilot share the jobs of navigating and communicating, while flying the plane. (And flight attendants used to have to be registered nurses.)
@@purplealice And pilot was a real pilot not computer operator like now. When tech fails most of nowadays "pilots" is defenceless. Many of critical situations going fine was sorted by ex-military pilots, but in sim sessions new pilots fails.
@@adamw.8579 If you want something done right, you have to do it yourself.
Your little fuzzy dog seems very relaxed...
I used to they think he got lucky with such mellow dogs. My working theory now is that Mentour Pilot exudes an air of competence & confidence that puts the animals at ease. It's a secondary benefit from being a good pilot trainer/instructor.
What happens in the case of a stuck mic? How do you determine that it’s happened? What would you do once you’ve determined it?
I love your RED and GREEN cushions. Even when you are sitting on your couch you are on a plane.
Couch also needs some navigation lights. Pillows match the colors :)
This is interesting. I thought the pilots could get closer to the ground and take out their mobile phones and call an emergency phone #.
I just noticed he has red and green pillows.. and it's in all his videos
He's had those for quite a while now.
I remember on one of the video someone commented he should buy a green pillow (he had 2 red ones before) and place them like it was novigation lights and in the next video he had them placed like this
@@Boss1186 That was me 😊
Hello! I'm Rodrigo Masis from Costa Rica, I'm a Commercial Pilot, and during my private pilot training, flying solo, I had a completely lost of communication, I was flying a Grumman AA-5A, from a non towered field to a Class C airport, I flew all the established flight route, without communication, with 7760, I flew all the flight plan, and approach, landed at the airport MRPV and taxi to the gate without any issue, now of course I was so naive and had few flight hour, but now I suppose ATC always maintain separation from me and other aircraft due to the transponder code, and they already knew I had a "trouble" because I did't see any traffic on final or even the approach, and the kinda give the priority? could I be right about that?
Yes, when you squawk 7600 (I assume you meant that), ATC knows that you have communication failure and assume that you will follow the appropriate procedure. Normally, the tower should have given you light signals to clear you to land.
Sorry to see your son using a saitek / logitech yoke. I suffered with that one for years. Did all sorts of modifications. Still drove me nuts. Recently, I got in my brand new honeycomb yoke. What a difference! Now life is fun. Love your stuff. Hope your work position is short-lived.
How about correct trouble shooting procedure for PTT sticking and jamming the frequency please?
A portable satellite telephone with its own internal battery could be a backup system to provide communication. Aircraft could be fitted with a small external antenna that could be plugged into the satellite telephone by means of a cable.
We already have that - it is called ELT :)
@@MegaAU
An Emergency Locator Transmitter is not a two-way communication device and is not designed to be used in an aircraft that is flying.
Why not carry and test a handheld VHF radio like many GA aircraft do in case of emergency?
I used to fly NATO AWACS as a mission crew. We were always listening to 243.0 UHF. We could receive and I believe transmit on 121.5 VHF has it is an harmonic frequency to 243.0 UHF. Isn't civil aviation using UHF?
question about ATC area of control. I know in places like Europe you are being passed off from ATC to ATC very regular. But what about say a flight from New Zealand to USA which spends the majority of the flight over the Pacific Ocean?
Why do I get the feeling that Mentour was motivated to make this video by a recent misunderstanding with his wife.
Really....
yes, she came back with a bumble bee.
11:42 "now this is not great" :)
Another great Mentour video - thanks. Based on the BA 2276 lost engine on take off at McCarren (LAS) was courious to hear your / 737 procedures for loss of engine during take-off and evacuation of PAX
I am 66 years person a great fan of yours and having a great enthusiast in Aviation since my child hood during the days of Dakotas, Super Constellation, Trident and many more. Sir, I would like to know why some aircrafts have T-shape tails. And also why do the pilots ask for Specific Gravity of the aviation fuel after completing a refuelling. Thank you.
"There's a 3 way system...very safe." Tell that to United 232. 😉
Who else finds the coloured screens and lights of a cockpit extremely aesthetic. I wish my car looked like that with all the artificial horizons and altitude meters😂
Intelligent and detailed as ever. Well done Petr
Thank you!! I really liked this topic, I hope you did as well!
Yes
Petter, could you explain if fighter jets were sent to intercept the highjacked 9/11 flights, did they make visual contact with the planes and what happened? Many of us wondered at the time, after the second tower was hit, whether this was happening, but I’ve never seen an update on what actually happened that day. Thanks🙂
In the confusion of the day, the fighter jets weren't even scrambled before the WTC or the Pentagon were hit. They would have intercepted United 93 but it crashed before they reached it.
There was a lot of confusion about where the hijacked jets were and even which jets were hijacked. There is a video somewhere that has the radio communication from the day and the calls to local air bases to scramble jets and you can hear how the information from one center gets confused on the way to another and to the military.
Yes, there was no time to scramble
Hey petor, hope your health is all good. I am in Washington State and it is getting crazy here everything is on lock down. Really hope the chaos passes quick
Am becoming addicted to your videos! (LOVE the dogs...and how your apricot pup looks as if they're in a pout!
Great Show! I’m trying to tell everyone about your plight. Time To Circle the Wagons. World Shutting Down at the worst possible time for me. We gotta Hang In There! CJ
Any videos on how pilots hear or train to hear over radios? When I listen to recodings of radio transmissions I cannot understand it most of the time even when I replay several times.
You could get a scanner capable of receiving aircraft frequencies. Might consider getting one that's capable of receiving military aircraft frequencies as well.
What do you squawk if you have both a general emergency and loss of comms? Say, a major electrical event that knocks out your radios and also some control systems?
Once again,very informative. If I ever get on a plane,providing I don’t get into a fight with a TSA officer,I’ll be more at ease.
dont fight with TSA.They just doing their jobs. Like lot of service industry jobs: very important service, low pay, lots of rules and patrons that don't understand the rules.
I love the Ice Tea/Bumblebee example. Laughter so hard that my coffee leaked out of my nose.
Your dog does the most hilarious monologue! Seems that he has a lot to say.
Thank you fort this 'tutorial' on radio procedure, Petter!
What about a total electrical failure. Air instruments only and interior lights fading to off. This happened to me many years ago on a night flight from London (Biggin Hill EGKB)) to Antwerp (EBAW) flying a C310. I grabbed my flashlight to see in the pitch black and my handheld transceiver to contact Brussels approach and after Antwerp Tower. I was told that they had already lost me (no more transponder emission). Fortunately I had just cleared crowd cover and proceeded on a makeshift procedure turn for RWY 29. It all worked out and the biggest fun was to manually lower the gear. My passengers however weren't thrilled with the porpoising motion.
Moral of the story GA is to always carry a handheld radio.
17:25:
Captain: Turn left, 260 degrees to waypoint LOREL.
First Officer: Roger, 260 degrees to waypoint YANNY.
Very good job my friend. I am a colleague also. A320. Take care and hope you are back to the skies again.
This is a fascinating topic and I (non-pilot) learned some new things here. One thing that wasn't covered was what happens after the comms-disabled airplane is back on the ground again (let's assume an airliner, not a Cessna). How would the pilots know where to go and when? Would an emergency vehicle or some other piece of ground equipment drive out to the (now stopped presumably) plane on the runway in order to guide it to the gate? If so is there yet another alternative visual communication protocol that would be used by the ground personnel to communicate with the pilots until they got to the gate?
Not so much an emergency vehicle per say, but a follow-me-car that directs the plane to a suitable place to disembark the passengers.
Yes, at 19:25 he mentions that they would send out a "follow me" car
@@marknewman3712 Ah, you're right, good catch, I missed that. Still I'm curious to know if the operators of this car and the pilots have any (perhaps internationally-standardized) visual communications protocol. Some kind of signalling that would be sure to be understood and unambiguous. I suppose that by that point the folks on the ground could just hold up a sign with phone number on it for pilots to call to reach them or reach ground control. Now that I'm thinking about it, I wonder if there's enough to the topic of pilotground (not ATC) communications to fill a separate @Mentour video, assuming he hasn't made one already?
Eric Anderson he answered your question toward the end of the video. A vehicle would escort to the gate
Hi Captain, when do you think ATC will go entirely digital and computerized? And current analog radios only as a backup system.
Thank you very much Captain. Great video and it was a pleasure to hear you talk.
So in USA 🇺🇸 President Eisenhower mandated the highway system would be a landing. High way or low way.
Hi Mentour Pilot! I dont know if you ever read that because it is on an old video but anyway: First: i hope you doing absolutley fantastic, ( ;-) ) and second: i am currently in flightschool.. i just had a 30 min try-flight, then i made my medical and now i am in the theory-part... and i absolutly loving your videos. it is a great assist to the flightschool, you explain things so easy and with video-examples and and and, it really helps me. thanks for your work! best regards from switzerland
Kind of crazy to me that managing the airwaves is manual. The reason cell networks can carry so many users is that the sharing is automated. But I guess this makes sense when you think about the fact that aviation was invented before automatic airwave sharing. Still, it seems like there could be lots of benefits from transitioning to automatic airwave sharing, like never losing contact due to human error...
Thanks for another great video. I'm just curious as you do all these videos on different topics and sometimes obscure things, how much of the material do you have to look up before you put it out there on the Internet for everyone to critique? Do you just know everything and you don't need to double check or do you do a good amount of double checking just to make sure you haven't forgotten something that you may have learned 10 years ago. Thank you
Go get me a tea ... that's a bumblebee 😅 that made me giggle
"Since wavelength longer will reach further" - that's quite a misconception! Lower HF frequencies (and yes, they are low in comparison to VHF (Very High Frequency) we normally use to communicate) follow the same rules as any other radio emission (including visible light). They can penetrate transparent stuff directly, they are cut off by non-transparent stuff, and they may be reflected by the mirror. Earth simply has a mirror in the skies - it is called 'ionosphere' and it reflects HF waves back to Earth allowing it to be heard/seen beyond horizon. Unfortunately that mirror is somewhat 'dirty' - plenty of noise predominantly due to solar radiation - that's why HF is so crackly and sounds differently at night or at day. Air is transparent for VHF, ground is not, ionosphere does not reflect VHF - thus VHF line-of-sight communication. Flashlight from the tower is a radio too (technically speaking): red and green are just different frequencies and it just happens that our eyes are actually good at receiving such radio signals. And light is similar in properties to VHF: goes through air, blocked by ground, not reflected in the skies. With appropriate power of flashlight tower can communicate signals at quite a distance :)
Sorry for barging in - really love your vids! But I guess a good correction is appropriate and as a pilot you will just pragmatically accept it.
Also, isn't higher frequency directly corresponding to smaller wavelength? (Speed of light being the same.)
@@TanzinulIslam Yes. The higher the frequency the shorter the wavelength is.
Wave length is speed of light divided by frequency - they are directly connected. So higher the frequency - lower wave length.
There he is! It's been awhile since I saw Patxi.
I am amazed that you can remember all of these procedures especially since you rarely use most of them!!
Uh oh. Patxi said something. Got to back it up. Love the graphics. Cool plane going across Europe! Nice. CJ
In US ATC Towers that light in the Tower is called a “light gun”.
Hi Mentour, just a quick question on this. Once you have followed the standardized IFR loss of comm procedure that you mentioned first (7 minutes straight, then flightplan as filed) will the tower still use the lights to clear you out of the holding patern to the airport or during final? Or can this procedure be completed without a (visual) landing clearance?
Can you do a video on how slats work?
Hope you are not in trouble...you seem like a real pro!
Hi, whenever I watch a movie containing some snippets of ATC comms recording, it is astounding how you pilots are able to pick up all these numbers being said so quickly, often distorted by the radio transmission or device bandwith, and also the mixture of spelling with real words. And no "once again"s or "could you repeat"s needed! Even though I reckon my English to be at a level beyond just basic, I simply cannot admire pilots enough in that they understand everything at such a fast pace. Is this a skill that comes with time during training, or do you have specific trainings just for handling the comms?