NEW: Due to more and more channels copying my channel's name I decided to rename it. Former "AirplaneTVcom" is now: "airplaneTVoriginal"
What remains unchanged is my passion for aviation which I'd like to share. Enjoy!
A lot of aviation footage is available in my archive, like flying through clouds, takeoffs or landings in every sort of weather, and all of it as seen from the pilots' perspective. Licensing for various multimedia use is available and has been done for TV productions like "Mayday" from National Geographic.
Interesting to see the actual action going on and the modes in FMA👏🏼! It motivates to continue studying for my theoretical exam. Greetings from FFH Stuttgart!
Great to see you back uploading more often🎉 I use to listen to your old CAT III video to fall asleep (most uploaders filter the soothing whirring noise out) for years 😄. I wondered what happened to the channel.
Well, I happen to spend more time with my family ;-) but I am in the process of checking tons of footage and keeping only the scenes I consider worth editing for future videos.
1989 ab Frankfurt nach Graz geflogen, Flugzeug nur zu einem Drittel besetzt, dies verführte den Herrn Kapitän Weykracht dazu den Flieger vertikal hoch zu ziehen nach nur 15 Sekunden auf der Piste ....Dieses Flugzeug ist 'ne Rakete !!🙂
What the hell was that..WHAT THE HELL WAS THAT!! Why is this allowed and does this happen often that pilots just fly blind without being able to se anything... I simply cannot believe that this is real. They could see NOTHING absolutley nothing and yet they are not sceaming and expecting to crash. What is going on with this?
While everything A McAllister said is correct- he buried the lede- flying the jet to minimums while handing all the other duties is what makes some pilots great pilots- monitoring a flight computer while important isn’t exactly difficult at all (much less courageous or brave.) Just listen to the essentially nonchalant attitude of the pilots ( even if they are trained to be under control.)
@@Airplane_TV LOWI I for INNSBRUCK - yes, plenty of rocks especially just after the NDB bit before the descent with the glide. In the event of a go around the trees are below you on the left and the rocks are to the left, but you have no way of knowing how far left you can go before that right turn back onto the same runway and you could land but you can't see so if you make it round the bend you could even try a go around from that but only on good VMC.
I´ve had that experience on 16th of dec 2022 on flight EW 9558, TFS to DUS, arriving at 5:20 p.m. The captain told to passengers already 1 hour before landing about a difficult landing because of extreme bad weather situation in DUS. My seat in A320 was Window 9A. 2 minutes before landing the aircraft was diving into the clouds - I could see landinglights exactly in the moment the aircraft touched the ground - for me amazing. Reducing of speed was normal. At all moments of this approach I felt safe. Thank You to the very good crew!
It's all 90/150hz. And a glideslope laid on its side with extra antennas is a localizer.. The theory is basically the same. Techs do constant far field DDM measurements at predetermined points on the airfield. Not to mention the constant flight checks to ensure the ILS is operating as its supposed to.
There is a great story that may actually be true. It seems that a pilot wrote on the plane's squawk sheet, "Autoland this aircraft very rough." Later a mechanic added another note, "Autoland not installed this aircraft." Ooops.
we landed like this in gothenburg sweden with computer guided landing.. the pilots didnt do anything, i could see the runway first at about 30 meters above ground, it was so foggy.. a little scary but amazing technology when you think about it
A category III approach (CAT III with 0 visibility) are rarely executed because most aircraft don't have the equipment, plus once you land with that kind of visibility taxiing can be impossible or incredibly dangerous. and also the pilots have to be authorized to this landing. Not every pilot can land cat3. and also the airport infrastructure must be suitable for cat3.
No, this is a CAT III approach without any decision height. This means the decision for landing or go around is done when the main wheels touch the runway.
