Takeoff from Bucharest to Paris with a Boeing 737. Landing at Charles de Gaulle airport and return flight. There was some turbulence near Paris #viral #aviation #airlinevideos #aviationgeek #pilotlife #flying #cabincrewlife
Beautiful video thanks for sharing :) I'm just rediscovering my passion for aviation. This took me back to being a kid in the early 90's and being allowed to visit the cockpit as we flew over Istanbul at night, I'll never forget that view. Sadly lost interest later as I had a teacher who ignorantly told me I could never be a pilot because of a health condition I have which I later learned doesn't stop you from being able to become a pilot at all :( Maybe one day I'll obtain a single engine piston license and be lucky enough to experience being in control of an aircraft. Until then I'm trying to learn how to fly via xplane and flight simulator. With the use of navigraph charts I've taught myself how to read SID's , STAR's and ensure I'm using the correct ones based on live metar and atis reports along with altitude/speed restrictions, taxiing procedures and holding patterns. Now I'm also trying to learn the lingo so that I can join the vatsim network for a more realistic approach to ATC. I find it's actually quite easy to understand once you get your head around the charts.
I noticed many European Airlines SOPs call for the weather radar to be turned on at cockpit prep but c'mon guys, you're frying the ground personnel. That is a very powerful Doppler radar and these guys stand meters away from it in the beam. In North America we turn it on at Before Takeoff CL and off at After Landing CL. It make more sense.
So radars above certain hz become harmful, but I can't find how powerful a dopplar radar on an average commercial airliner is. Is it powerful enough with the distance to the ground crew where it would cause damage? Do you know what the power output is? I just have a hard time believing many airline SOPs would have so many adverse effects on its own personnel, but crazier things have happened!
@@victoriovthlook on the FO navigation display mate (; + I totally agree with the fact that the weather radar have to be turned on just prior take off, many disturbing things in this video
On the taxi out at Bucharest, was the captain steering the plane with the authority over the nosewheel through the rudder pedals? I ask because, although he was controlling the throttles, for quite a lot of the time neither of his hands seemed to be on the steering tiller.
I totally agree.. Non standard and illogical. Potentially dangerous.... Stowing the speed brakes disconnects the autobrakes . It also makes any further breaking far less effect as there is lift on the wings. Cancelling reverse first in a controlled manner saves fuel and noise...with the brakes operating at max efficiency with the aircraft weight on them. This poor habit will bite this pilot.. especially if he starts flying large jets........ especially on wet /icy runways.
😢Not smooth...starting the engines with the window open. ??? Then closing it while monitoring the engines at a critical time. Control check far too aggressive as controls bang against the stops with no aerodynamic load !! Does up shoulder straps when taxing !?? ...look at the FO. Also fiddles with phone when taxing on departure/arrival. All dangerous distractions especially if its foggy., The correct procedure on landing is to cancel the reverse thrust first as required. This reduces fuel usage and reduces neighbourhood noise Stowing the speed brakes cancels the autobrakes .The speedbrakes make the braking far more effective by killing wing lift. This incorrect technique will bite this polot one day...!! When he wants to stop !! Poor technique and illogical , potentially dangerous operation with poorly timed unnecessary distractions..at critical times.😢😢 Also the radar should not be on with ground crew around and close to large metal filled buildings.. How do you know he is an FO.. He has NO insignia... Some of you are easily imprressed. What else are they missing !???
So, let's answer some of the complaints/questions/observations: the weather was not foggy, so let's not assume, but just comment on this situation the correct procedure is to disconnect autobrake if it is not required anymore. And since the runway left till the exit was more then enough, why just limp along the runway and not travel at a higher speed, to vacate the runway in a shorter time? (not only logical, but required by procedures) Once again, let's not assume this order is done at every landing, but let's use logic and do it when required. Also, the thrust reversers where left at idle power, so no noise, nor extra fuel consumption Regarding your last question, honestly, makes me wonder if I really should bother answering your post, looks like you are a genius of aviation and those poor pilots were just teleported there with no clue to what they were doing. And finally, yes there was a mistake, at the second approach at the very beginning, wonder if one can spot it
Ever heard of idle reverse? How can you write this up without knowing about that. How does an engine make noise and increase fuel consumption at idle power?
AFAIN you speed up the take off , you did it on the las r video . Not cute or funny. I like to watch the action as it is in the cockpit and take off...
Hahaha😂😂😂 the return flight to Bucharest, after touching down with rear wheels, I loved how the pilot flying brought the front wheel down. It was so cool to watch.😂😂😂😂😂🤌🤌🤌
