Insider Series: How Do Airline, Flight Attendants Get Their Routes?

Our TPG Insider Flight Attendant Carrie A. Trey delves back into life at 35,000 feet, this time explaining how exactly flight attendants’ hectic schedules work, and what goes into putting them together.

Our TPG Insider Flight Attendant Carrie A. Trey delves back into life at 35,000 feet, this time explaining how exactly flight attendants’ hectic schedules work, and what goes into putting them together.

Hey there, friendly flight attendant — is this your regular route? Photo courtesy of Shutterstock.
Hey there, friendly flight attendant — is this your regular route? Photo courtesy of Shutterstock.

“Is this your route?”

If I had a nickel for every time I was asked that question, I would definitely be doing something other than writing this article right now. (Like, say, sipping Ruinart Champagne on Necker Island after I bought it from Sir Richard Branson.) Instead, I’m here to save you from asking that question, because 99.9% of the time, the answer is “no.” Though they may fly one route a lot, flight attendants are not assigned to specific routes.

Now I imagine that some of you are now thinking, “My friend Trina flies for XYZ Airlines and she says she only flies to Tokyo on Tuesdays.” And yes, that’s possible — but allow me to explain how bidding works, how schedules are awarded and why that still is not “her route.”

Many European carriers have crews based in Asia and India, and sometimes South America. They’re local crews who fill in one to two positions on the trip so that there will be attendants onboard who can communicate easily with foreign-language speakers. For example, Virgin Atlantic had a Hong Kong (HKG) crew base that often took over several positions on their HKG-Sydney (SYD) route; these same HKG-based flight attendants would also sometimes go to London Heathrow (LHR), Shanghai (PVG), Tokyo-Narita (NRT) or even North America. In other words, even though they mostly flew HKG-SYD, they did have other trips as well, and no one flight attendant was dedicated to just one route.

A flight attendant
A flight attendant’s routes are generally based on a combination of bidding and seniority and aren’t guaranteed. Image courtesy of Shutterstock.

Fortunately, the United States being the cultural melting pot that it is, airlines here have little use for foreign bases because it’s easier to source multi-lingual crew within the country. American Airlines has bases in South America, and Delta in Asia, but it’s not for a lack of US-based staff who speak other languages. (Delta inherited those bases from NorthWest in their merger and is actually closing them down in favor of flying with all US-based crews.) At United (sub-Continental or sCO), for instance, if you’re qualified as a speaker of German, you can be based in Newark (EWR) or Houston (IAH) and you’ll fly mostly to German-speaking destinations; however, you’ll still have the opportunity to pick up trips to other places.

Bidding works a few different ways. There is line-bidding, which is still done at American Airlines, Southwest and United (sCO). Flight attendants bid for a pre-assembled line of trips, which are then awarded in seniority order. So a flight attendant flying out of American’s domestic base at Dallas/Fort Worth (DFW) might have trips for all of April that are essentially the same: DFW-Chicago (ORD)-Los Angeles (LAX) on day one, LAX-New York-JFK on day two, and JFK-Miami (MIA)-DFW on day three. So all month long, that flight attendant could potentially be working the same flights. However, what you can hold every month does change, and flight attendants also have the flexibility to trade trips amongst themselves.

Out of the EWR international base, a line might be EWR-PVG every Tuesday of the month, returning on Thursday — as you’ll see on line 9 on the United Airlines bid packet pictured below. So an attendant could potentially be flying the same trip for a month. However, what an attendant can hold each month depends on seniority and changes constantly, as colleagues take vacation or head out on leaves — and some folks just enjoy bidding for different things every month. Variety is the spice of life, after all.

An example of lines in a UA (sCO) bid packet.
An example of lines in a United Airlines (sub-Continental, or sCO) bid packet.

In other words, that flight attendant pal of yours who flies Tokyo on Tuesdays may well be flying that route this month, but if her friend from training who is one number senior decides next month that she wants Tokyo, the company will award it to the senior and your friend Trina will have to fly somewhere else.

Also, in case of irregular operations (e.g., weather, delays, mechanical issues — all the things that we hate to think about but we know happen all too often), scheduling might shuffle crews around if need be. Most US airlines are fairly liberal about letting their crews swap trips amongst themselves, so the line you’re awarded at the beginning of the month may not be at all reflective of what you’ll actually end up flying.

At Southwest, as you can see in the example of a bid packet below, you might have a trip every Monday (as in line 397), but the layovers and legs flown will likely all be different.

An example of lines in a Southwest bid packet.
An example of lines in a Southwest bid packet.

Another system is called the Preferential Bidding System (PBS). This is a more popular system than line-bidding, as it provides more benefit to the company by leaving fewer trips uncovered. Delta, JetBlue and Air Canada use this system, as do most airlines in Europe and Asia. PBS allows flight attendants to input a series of requests, then does its best to adhere to those requests when awarding schedules, honoring them in seniority order. This system is bound by certain built-in constraints, such as a schedule value (that is, how much the airline needs each flight attendant to work in order to cover the entire operation), language qualifications, etc. Some airlines award schedules once a month, and some (like KLM) award them on a rolling basis.

Regardless of how bids are made, a lot goes into building a schedule. There are minimum time-off restrictions based on the length of a trip flown, minimum days off, and in Europe, flight attendants aren’t allowed to work more than 900 hours a year. (There are similar restrictions in place in the United States for pilots, but nothing is officially on the books for flight attendants.)

At Cathay Pacific, for instance, crews are only allowed to fly two trans-polar trips a month, in order to reduce crews’ exposure to harmful radiation. At KLM, the length of a trip dictates the number of days off that a crew member is required to have off after that trip. A transatlantic trip to the East Coast of the US, for instance, must have three calendar days off built in after the trip, whereas a longer trip [e.g., to Lima (LIM) or Singapore (SIN)] will have eight days of rest built in before the crew member is legally allowed to fly again.

The result of these various scheduling systems, changing network/operational demands and government regulations mean that no flight attendant has a regular route. Most airlines do use something more along the lines of PBS, and at some airlines — such as South African Airways, for instance — crews are just given a schedule every month and must fly what they get.

Just because a flight attendant doesn
Just because most flight attendants don’t have their pick of routes doesn’t mean they won’t sometimes end up in paradise. Photo courtesy of Shutterstock.

So chances are that no, your particular flight attendant is not flying his/her specified route, unless said attendant has seniority, in which there’s a good chance this route is his or her comfort zone. And if the attendant is lucky enough to fly for a US airline that has a complex bidding system that rewards seniority, then yes, he or she will fly the same thing pretty often.

The rest of us simply get to live the dream and see the world — which suits me just fine!

[via thepointsguy]

Why Do Airplanes Leave Trails in the Sky?

According to conspiracy theorists, those white linear clouds that spray out of jet engines are chemicals (compliments of the government) used to make us sick. The reality is far less scandalous: contrails, as they’re called, are actually just trails of condensation that form when hot and humid airplane exhaust hits cooler upper atmospheric temps—the same reaction that’s happening when you catch sight of your breath on a chilly morning.

Contrails are made up mostly of crystalized H2O (water vapor is a byproduct of combustion in jet engines) so you can rest a little easier if you had envisioned plumes of smoke and smog lingering up there at cruising altitude. Whether or not the white lines are visible from the ground depends on the temperature of the atmosphere, as well as something called “vapor pressure” says pilot Patrick Smith, author of Cockpit Confidential. When the air is dry, contrails may evaporate within seconds or minutes, while more humid conditions can leave a contrail cloud lingering in the sky for hours. If there’s enough moisture in the air, the trails might even grow in size—up to as much as 400 meters in height.

The environmental impact of contrails remains to be seen, though some experts worry that man-made clouds can impact climate change. Contrails do tend to create cirrus (think: high and thin) clouds, says Smith, and that extra atmospheric coverage can influence temperature and precipitation. But we can guarantee they’re not some sort of secret spraying program by the government—even if Kylie Jenner thinks so.


Ever Wonder What will happen if all Airline Passengers Charge Their Phone via USB

very aircraft has a dynamic power management system that regulates how much auxiliary power is distributed to the overall electricity demand of an aircraft, including the drain from galley equipment to prepare in-flight meals, cabin lighting and those in-flight entertainment screens.

Power supply for passenger electronic devices is managed within those priorities, and distributed in a variable way. There is actually a ‘restricted mode’ in power management for when demand is too high. Power will be cut-off to low-priority (not safety-critical) systems for a brief period.

If every passenger device were connected, it would depend on how that demand affects the supply to other active cabin equipment. The aircraft power management system may switch off supply to the USB charger on a particular seat or row of seats as needed. That power supply would be restored to the seat-back USB device when other demand is lower.

At no point would the power demand from in-seat power outlets risk the safe operation of an aircraft………

An Airbus A330–300 seats approximately 335 passengers (depending on the configuration).

A USB charger usually provides around 1 Amp at 5 Volts. Assuming that all 335 passengers decide to charge their devices at the same time, using the Power formula where Power equals Current multiplied by Voltage (P = I x V) we have P = 335A x 5V = 1675VA. That’s less than the power consumption of an average hair dryer. The amount of power drawn by all 335 passengers would be insignificant to the amount of power produced by the plane’s engines, so nothing would happen.

What are the negative effects of being an airline pilot?

The downside to being an airline pilot is multifaceted and not all of us necessarily view it from the same perspective . So here is my personal take on the matter.the-pilot-shortage-is-real-and-airlines-must-change-before-it-becomes-a-full-blown-crisis

1- There is no such thing as Christmas, New years, Labour day or any other civic holidays as we may be called upon to work on any or all of those days.

2- If we operate on domestic routes which at times call for up to four or more takeoffs and landings followed by short layovers and at times involve up to three day cycles, it can become quite wearing. Of course with a bit of seniority you can avoid many of these so called milk runs, as you pretty much get to pick and choose. Remember that with most airlines pretty much all is based on seniority including choice of equipment, choice of schedules, destinations, time off and even vacation time.This applies to whatever position you hold whether you are a first officer or captain.

3- If you are affected to long haul overseas operation you now face a different set of issues.The major one in my mind is with time changes.When you fly from West to east and vica versa,you can experience several hours of time change, As an example, when you operate on the Atlantic from the east cost of North America to Europe ,you may cross anywhere from five to seven hours of time change.I will skip the technical details but suffice it to say that this can be very disruptive to your circadian rythme. Our body and all its functions is programmed on a twenty four hour cycle. When that cycle is disrupted it throughs a wrench into the whole system and your body is constantly trying to adjust itself. It takes at least fourty eight to seventy two hours for this to take place.While most of us adapt to this psychologically, the body has a more difficult time as seventy two or even fourty eight hour layovers are now mostly a thing of the past.Ah,it was truly a gentleman’s existence in those days.Oops, am I dating myself here?

4- There are a number of ancillary issues to be considered, but like any other line of work this goes with the territory.

In conclusion let me add this.Not everyone is cut out for this job. Some people far prefer to put up with rush hours stuck in traffic morning and evening, The nine to five grind over fourty years followed by the gold watch and finally, retirement when life really begins.If you are an entrepreneur and create something, that can be very challenging and satisfying. But be prepared to work your buns off and put up with a lot of stress.The bottom line here is that as long as you need to work for a living , being an airline pilot is a pretty nice way to go.In a future missive I’ll tell you about all of the positives which are considerable.

Here are a couple other bits of gristle to chew on:

  • Timing is everything. You may be the best pilot anyone has ever seen (besides Gordo Cooper), but your position within most companies will be dictated by when you were hired. Those hired before you are senior to you and will be until they quit or die. If you’re hired at the end of a hiring boom, you will likely be junior for a very long time. This limits your choices, such as which airplane you fly and what your monthly schedule looks like (along with when you can have vacation).
  • You’re a princess. Your health has to be very good to remain in a flying status. Should anything untoward occur, you may find yourself unable to hold your medical certificate and be unable to fly until you can clear things.
  • No such thing as a holiday, birthday, weekend, or anniversary. Be used to not being there for the important events in your family’s lives. In the beginning, you’re going to miss all of them most likely. Like everything else, seniority makes everything better.
  • Flying for food. At first, the pay is a lot less than what you think it should be. This is especially true if your company is moving you around to different bases and you can’t simply move to live there. Suddenly, you have living expenses in another city, along with your home.

There are other annoyances, but that being said, it’s the best job in the world.


1) It is an extremely stressful and tiring job.
2) Annual medicals, and you will have to prove your self every six months (both practical and theoretical stuff).
3) Unexpected delays might increase your duty time, even when flying for a regional.
4) Sometimes you have to be a part of the standby pilot brigade. You should be ready for a call, if an on duty pilot is unable to fly. On a plus side, you will get bonus for such a flight, some airlines pay quite a good sum actually.

I will include some plus points as well!

1) You will become a part of an elite group, I think only 0.1% of the world population are actually pilots, professional pilots are lesser.
2) Once you start to gain those hours, so will your pay and benefits.
3) You get paid holidays.
4) You have no home work, once you sign off, you are a free bird.
5) You are very much respected by the public.
6) Only an astronaut can beat the view you get right out of your office windows.

1 Button in a Boeing’s Airplane Cockpit That Can Cause it to Crash?

Yes. The pilot’s belly button, while he/ she is in a Boeing cockpit.

(Image: A representation of a belly button)

Pressing the pilot’s belly button can result in him/ her being very enraged, distracted, humiliated, scared, shocked, hurt, disappointed or confused. As a result, the pilot can then go insane, accidentally or purposely alter the flight control systems, cause chaos and eventually cause the plane to crash.

That can happen. But it wouldn’t.

No pilot will ever let anyone touch his/ her belly button in a Boeing cockpit. Similarly, no pilot will ever let you touch any button in the cockpit that will jeopardise the safety of the airplane.

But seriously, it would be extremely dangerous if Boeing placed a button in the cockpit that could down the plane. Its like having a self destruct button.

On second thought, there could be a dial and not a button that could directly cause the plane to crash.

By turning a dial and setting the altitude on the autopilot to a ridiculously low one, the plane, regardless of Boeing or Airbus, could crash. That’s how Germanwings Flight 9525 crashed. Do check it out.

Also, please correct me if I’m wrong.

I listed some buttons that may cause the plane to have some serious problem and I am thinking while writing it.

  1. Fuel control switch – This is the switch to cut the fuel to the engine. If you cut the fuel, the engine will stop running. However, you have 2 engines on a Boeing, 1 is enough for the plane to land safely to an alternate airport.
  2. Fuel jettison button – Not every Boeing aircraft have this button but unfortunately, if you want to dump all the fuel, you need to press the ARM button before you push the jettison button.
  3. IRS (Inertial Reference System) – This is a navigation system that is more precise than a GPS. First you insert your Longitude and Latitude and let the system to align (it takes about 7 minutes). This system will track all the movement from the aircraft itself to calculate the offset from your initial position to return your current position. But the alignment must be done on ground (because you can’t move). And you can turn the IRS off in the sky. Without IRS, your navigation display can’t show any information about your flight status. But, you can contact the ATC that your navigation system has a problem (well you did shut it down on purpose). But other systems are still normal, you can still fly the airplane and use VOR frequencies to navigate.
  4. Probe heat – A pitot tube is used for measuring air flow to indicate your speed of sound, air speed and altitude. If you turn this off, the pitot tube may freeze and can’t display correct information to the pilots. However, there are two switches, one for the pilot, one for the first officer. Actually probe heat caused 3 crashes because its failure.

Looks like probe heat could be your answer. But as you see, none of them can really cause a crash. Except IRS, they have 2 switches so you have to press at least 2 of them to cause a crash (without correct the situation).

The Truth about what Airline Pilots, Air Traffic Controllers and Flight Attendants earn

Which is the highest paid job in air travel? Telegraph Travel spoke to pilots, flight attendants and baggage handlers to find out.


Air traffic controller – £91,000

Many of us would assume airline pilot is the most lucrative career in travel, but according to the website Career Cast, air traffic controllers take home a bigger pay packet. Indeed, it is one of the 10 most highly paid jobs on the planet, according to its 2017 ranking, published this month – only health professionals and petroleum engineers earn more.

How much are we talking about? Career Cast lists the average air traffic controller salary as $122,410, or around £

91,000. That figure corresponds with what UK air traffic controllers have told Telegraph Travel in the past.

“The ballpark figure is £80,000,” Fran Slater, a NATS Holdings employee, said in 2015. “It varies, depending on whether you are based at a busy tower, or in a key position working with one of the major London airports.”

Given that the job is synonymous with pressure, and a false move could be fatal, this seems pretty fair. But the air traffic controllers we’ve spoken to downplayed the stresses involved.

It's really not so bad
It’s really not so bad CREDIT: PA/MONTY RAKUSEN/NATS

“It’s definitely a job which keeps you on your toes, and you can’t afford not to pay attention. But it isn’t stressful,” Carlos Beneto Turner, who works at Heathrow, said earlier this year.

“People are always surprised when they come to the tower and see how calm it is. They imagine this really hectic place where people are screaming and throwing things at each other. That’s an image that has perpetuated itself over the years. But it’s a serene space, the control tower.”

So nothing like Pushing Tin, the comedy/drama starring John Cusack and Billy Bob Thornton?

“It’s a fun film to watch – but I’ve always thought that the image it sends out is unhelpful,” says Turner. “I think this probably dissuades potential applicants; people who would otherwise be good controllers.”

One thing that should not dissuade them is that £91,000 salary.

Pilots – £79,000

So how much can a pilot earn? Career Cast puts the median average salary at $105,720 (£79,000). But that’s not to say that pilots can’t earn much more.

The British Airline Pilots’ Association (BALPA) told us last year that, while a typical starting salary is around £36,000, that has the potential to rise to a whopping £140,000.

Engage flaps, take home £140k
Engage flaps, take home £140k CREDIT: VLADIMIR MARAVIC

“The starting salary for a captain with a medium-sized airline may range from £57,000 to £78,000,” says the UK website Prospects. “Those employed by major operators can earn from £97,000 to more than £140,000.”

Given that aspiring aviators must cough up around £80,000 to attend flying school, and that they’re responsible for the lives of hundreds of people every day, we think that’s reasonable.

Flight Attendant – £25,000

Who’d be a flight attendant? They must maintain a mask of pleasantness while dealing with rude, irritable fliers, and – according to Prospects – earn a fraction of what their colleagues in the cockpit do.

“The base pay can vary greatly depending on the airline, as some pay better than others, but you can expect a starting salary between £12,000 to £14,000,” it says.  “To this base rate, you can add an hourly payment you will receive while flying, as well as bonuses for performance and commission for in-flight sales. This can boost your take-home salary to around £20,000 to £25,000 a

Who’d be a flight attendant?
Who’d be a flight attendant?

Telegraph Travel has spoken to a few disgruntled flight attendants, but also many who adore their job. The free travel perk certainly helps. “Normally, all full-time workers and their immediate family are entitled to complimentary, space-available transportation throughout their carrier’s network, with upgrades to first or business class if empty seats permit,” says Patrick Smith, a US pilot and author of Cockpit Confidential.

“In addition, reciprocal agreements between carriers allow employees of one airline, plus their eligible family members, to fly on another subject to what are called ‘ZED fares’. It’s a fantastic deal. If I want to fly from Bangkok to Seoul on Korean Air or Thai Airways, it’ll cost around $70. New York to Amsterdam on KLM, about $100.”

A flight attendant’s salary will also rise once they’ve had a few years in the sky. “Base pay at senior cabin crew level, which can be reached after a few years of experience, is around £20,000,” notes Prospects.

Baggage handler – £22,000

Earlier this year we spoke to James Collins, Head of Airside Operations at Red Handling, Norwegian’s in-house ground handling agency.

“I left college without any tangible qualifications and for a largely unskilled job it’s fairly well paid,” he said. “You start as a ramp agent (baggage handler) on around £22,000, plus overtime, but there’s plenty of opportunities for promotions. A senior ramp agent gets £24,000, dispatchers get £25,000. I started as a baggage handler, then went to senior baggage handler, dispatcher, allocator, supervisor, duty manager, and am now head of airside operations. You can also move into training, or safety and compliance. There are lots of steps up, with increases in salary each time.”

Norwegian’s baggage handlers, unlike most, also enjoy the same perks as the airline’s cabin crew.

Baggage handlers earn about the same as flight attendantsBaggage handlers earn about the same as flight attendants CREDIT: ©CHALOEMPHAN – STOCK.ADOBE.COM

Aerospace engineer – £81,000

Career Cast puts the median average salary of an aerospace engineer (designing and developing aircraft) at $108,234 (£81,000). Prospects puts it slightly lower. “With experience, salaries can rise to £28,000 to £40,000 depending on the level of your expertise,” it says. “At senior levels, particularly if you gain chartered status, salaries of £45,000 to £60,000+ can be reached.”

Aircraft mechanic – £45,000

The job of maintaining an aircraft can earn you $60,270 (£45,000), according to Career Cast. The website ranks it the 160th best job out of 200 listed. And the worst? Newspaper reporter, apparently, due to the bad work environment, high stress, poor future prospects and average salary of $37,820 (£28,000).

Has an Airline Pilot Ever Quit and Left Passengers Stranded?

There was a Eastern Airline Captain many years ago who was not having a very good day. He also was only six months away from retirement.

On this particular flight out of Atlanta (ATL) while taxiing out for takeoff, he learned that he was 33rd in line for departure and that there would be many delays due to weather. It was the straw that broke his camel’s back! He announced to the passengers the situation, stated he decided that he would return to the gate and retire six months early, and he apologized for their inconvenience.

He returned to the gate and never flew again. His passengers were significantly inconvenienced, and his action cost him many thousands of dollars in lost pay. However it should also be noted that if a captain is that upset, he has no business flying, and perhaps the captain in question did the right thing.


Flight AF007 between New-York and Paris (operated by Air France), in January 2015! So yeah first of all the flight was 6h late because of the snow, but that wasn’t a problem for the pilots as the flight took off normally after that delay.

Then, the flight stopped at an airport in Manchester and the captain simply told the passengers that he was going to exceed his flight time limits for the month and decided to stop there and take another flight (as a passenger) to go home !
I guess he could have make an effort there, especially as there was only like 2h left or so until Paris, but that’s only my opinion.
The plane arrived in Paris with something like 12h of delay if I’m not mistaken.

So what next? Well, Air France sent 3 planes to Manchester to bring the many passengers of the A380 to Paris, and they also gave a refund of 600 euros to every passenger. The CEO of Air France defended the captain’s decision and said he was right to do what he did, for the security of everyone involved in that flight.

You can search for this story on internet and find it in many news websites if you want to have more informations about it !


Back around 1996 with the now defunct Turkish Holiday Airlines in Berlin Tegel (Germany). During a turnaround with their A300B4 the FO had an argument with the captain. While the captain was out of the cockpit (maybe doing his walkaround), the FO took a screwdriver and removed the panel with the engine start switches from the overhead panel and disappeared. Some hours later he walked into the airport police station, dumped the aircraft part on the counter and left. Around 250 passengers had to be put into hotels, as they first had somebody re-install the panel in the cockpit (lesser problem, as then Lufthansa still had engineers with a A300B4 licence in TXL) and to get another FO to Berlin from Turkey.

Holiday Airlines was btw. the first airline to be blacklisted a few months later by the German authorities for massive dangerous issues with operational and maintenance procedures. It was one of many Turkish low cost airlines, which sprang up after the Yugoslav civil war closed the motorway through the Balkans (before the Turkish immigrants in Germany used to drive to Turkey in vans to visit their families).

Plane Nearly Falls into Black Sea with 168 People on Board Before Getting Stuck in Mud

A passenger jet carrying 168 people came within metres of plunging into the sea after it skidded off an icy runway as it landed at a Turkish airport.

Panic spread through the Boeing 737-800 as it stopped at the edge of the Black Sea – with its nose dangling precariously off a cliff edge.

Luckily, flight PC8622’s wheels became stuck in icy mud as it left the runway at Trabzon Airport, which may have preventing it from entering the sea.

Pegasus Airlines confirmed in a statement there were no injuries among the 162 passengers onboard as well as two pilots and four cabin crew after they were evacuated.

A passenger jet carrying 168 people came within metres of plunging into the Black Sea after it skidded off a icy runway as it landed at Trabzon airport in Turkey 

Shocking footage from inside the Pegasus plane taken just moments after the crash shows passengers evacuating as women and children are heard crying out in fear.

The aircraft’s left jet engine was also ripped from its wing during the crash.

Bodies fill the central aisle of the aircraft and stewards can are heard addressing passengers over a loud speaker system.

The dramatic footage appears to show smoke billowing from the cabin.

Another clip taken from outside the aircraft shows fire services dousing the plane with jets of water.

Panic spread through the Boeing 737-800 as it stopped at the edge of the Black Sea on the north coast of Turkey

However, from the video there is no suggestion of there having been a fire. More footage shows passengers gathering under the wing of the plane on the steep slope down to the water.

The flight departed from Ankara, Turkey’s capital, on Saturday evening. But on landing at Trabzon Airport, just under 90 minutes later, the plane left the runway.

Pegasus Airlines is a Turkish budget airline based in the Kurtköy area of Pendik, Istanbul.

One of the passengers, Fatma Gordu, said panic erupted onboard during the landing.

‘We tilted to the side, the front was down while the plane’s rear was up. There was panic. People shouting, screaming,’ she told state-run news agency Anadolu.

The airport was temporarily shut before reopening on Sunday morning

Fire services attended the crash site at Trabzon Airport, dousing the aircraft in water

The private flight departed from Ankara, Turkey's capital, on Saturday evening and skidded as it landed less than 90 minutes laterprivate flight departed from Ankara, Turkey’s capital, on Saturday evening and skidded as it landed less than 90 minutes later

Trabzon Airport shut and flights were delayed and cancelled as passengers from the flight were evacuated.

Trabzon governor Yucel Yavuz confirmed that all of the passengers and crew on board escaped uninjured, saying: ‘We’ve taken all necessary measures. We will reopen the airport to air traffic as soon as possible’.

He added that a crisis desk had been set up at the airport. Flights have now resumed in and out of Trabzon.

Flights in and out of Trabzon Airport were halted while the passengers were evacuated from the crashed commercial jetFlights in and out of Trabzon Airport were halted while the passengers were evacuated from the crashed commercial jet

Emergency services rushed to the scene and began to douse the aircraft with jets of water 

Trabzon governor Yucel Yavuz said that all of the passengers and crew on board escaped uninjured

How are Plane Photos/Videos of Flying in the sky taken?

How are Plane Photos Videos of Flying in the sky takenIt’s almost always photographs taken from another airplane or a helicopter. And if the airplane is not flying too high then you can capture it in your camera from the ground too. Some photographers in this field use special aircraft that have an open door at the side or back giving an unrestricted view of a large part of the surrounding sky. The photographers and their equipment are strapped in and they photograph the target aircraft directly, without any intervening window to mess things up.

Clay Lacy Aviation (Van Nuys, California) does 90% of all air to air photography and filming of airplanes – for the movie industry (famous pictures such as Air Force One or Top Gun) – for airlines (new airplanes or livery and air to air TV commercials) – aircraft manufacturers (Airbus, Boeing, Embraer, Canadair, Lockheed-Martin).

With selfie sticks, of course!

Just kidding. (Really. Not possible. See Could this pilot selfie be real?)

They are taken from another aircraft. A few months ago, they were filming a movie in my town, and one of the scenes involved a small private jet. They must have made 20 passes over my house:

It’s hard to see here, but the side door on the helicopter is open, and a camera crew is filming out the side. Here’s another photo of filming in action:

Plane-to-plane filming is a fairly specialized service. The higher-budget providers will often have gyro-stabilized cameras mounted directly on the chase aircraft.