These have become a staple of my saturday mornings, thanks yet again for a great video! And for a bit of added immersion, I sometimes start up MS Flightsim 2020 while watching, and try to do the same approach (or departure) in similar conditions, with not always quite as successful results. But I always get the virtual plane down, one way or another.
Thanks for watching and for sharing your personal flight experiences in your simulator! I wish you lots of fun with your simulator and always nice landings!
Danke fuer das Video. Bin schoen oefter zurueck in meine Heimatstadt geflogen, aber als Passagier hat man nie diesen schoenen Ausblick wie aus dem Cockpit! Vielen Dank!
Thank you very much for watching, your good feedback and your financial support of the channel! This helps a lot! I also would like to wish you all the best for you aviation career!
Wow, Salzburg is one of my favorite airports in FS2020. If you ever do an approach from the other side (down the valley), be sure to film and post it! 😃
Es ist fantastisch, auch mit der Einblendung der Charts und dass man das meiste nachvollziehen kann. Mich wundert allerdings, dass es der Arbeitgeber erlaubt aufzunehmen und zu veröffentlichen. Daumen hoch.
es könnte eher ein Problem mit dem Rundfunkgesetz in Ö geben, das eigentlich die Veröffentlichung jeglicher Funksprüche auf offiziellen Frequenzen verbietet - aber uns solls Recht sein :)
In general, this is correct. If you enter direct to a waypoint, all other waypoints in between will be erased and it shows T-P for turning point as the from waypoint. And the waypoint you entered as the to waypoint. Alternatively, you can enter a “direct to with abeam”. Then the intermediate waypoints stay as abeam waypoints in the flightplan between the turning point and the direct to waypoint. Most of the time, we use the “direct to with abeam” function. The display on the ND depends on the software version. Most airplanes show the to waypoint even if you enter a direct to with abeam. Other airplanes show the next abeam waypoint as to waypoint on the ND.
Wow stunning approach! Thank you for your great videos :) If you have to fly the missed approach procedure for runway 15 at LOWS would you fly the procedure via hand flying because of the terrain and return back to the SBG VOR? IS that correct? Have a nice day!
Thanks for the great feedback! Yes, we would fly the go around procedure by hand to make sure that we have the required bank angle and the correct maximum speed in the first turn. This is essential to stay clear of the mountains. After the turn, we could switch on the autopilot.
Great content again. Really appreciate being able to watch your descent management, watching it all come together on the ND is great I notice you avoided using speed brakes at any point, is there a particular reason you did so? It would’ve been slightly easier to slow down to 250 by FL100 with them instead of V/S 0 for a moment? Not criticising just genuinely curious what the thought process and your experience tells you about this, just completed my type rating on the 320 and I probably would’ve just used the speed brake first to aid in this, the momentary level off is an interesting tactic that i’ll keep in mind though should I be risking over speeding in a descent
Thanks for watching and your good feedback! We usually use the speedbrakes if our energy level is high or too high, during an emergency descent, if there is an urgent need to reduce speed with a fast deceleration rate or if we need some help to slow down the airplane during the final approach. High energy level means that we are high on the idle descent profile. If we are on the profile or even below the profile, the use of speedbrakes does not make any sense. Sure, it would slow us down faster. But the downside would be that we later would have to add more power. The result would be the use of more fuel than without the speedbrakes. Here, we were good on the profile, so the reduction of the descent rate to 0 gave us a good deceleration to 250 knots at 10.000 feet with idle power.
@@ApproachandDepartureVideos Thank you very much for your detailed response sir, that all makes sense and it’s very educational. Going into line training I’ll keep this in mind
Great video, I just recently was on a flight that landed in Salzburg but we came fron the opposite site of the runway so we did a kinda sharp turn right before landing. Did you also have to do that while landing in Salzburg one day?
Thanks for watching and for sharing your comment! The approach from the south is rare, but very interesting due to the late turn and the proximity to the obstacles. Usually, we fly - as long as the wind allows it - the approach from the north. I did the approach from the south a few times. But unfortunately, I do not have a good recording of it. As soon as I fly this approach again, I will try to record and publish a video. Have a nice day!
@@ApproachandDepartureVideos Wow that we be awesome! Thanks for replying and props to you sir for being so involved with the community in the comments!
As always, smooth transition and informative approach. I’m training for my ATPL in the UK and it does help to understand the concept of ILS approach. Thank you
Eine Frage: Gab es bei Eurowings Flugzeugen in den letzten Monaten eine Art Software Update bezüglich der Autobrake bzw. des FMAs? Soweit ich mich erinnern konnte war im FMA in der A/THR Spalte das "BRK LO" immer nur bei den NEOs abgebildet, aber jetzt ist es bei jedem einzelnen Flugzeug das du fliegst ebenfalls vorhanden. Gab es also vor einiger Zeit ein Update oder war das schon immer so und ich habe es bisher immer nur übersehen? (Als FB vorne im Cockpit, bin leider nicht mehr FB)
Thanks a lot for the Videos, always much to learn for a Simmer like me. One question: you always fly the initial APP with both AP's. Is it a rule or company rule? Always three green and happy landings 😀
Thanks for watching and your great feedback! It is Airbus standard procedure to fly the ILS approach with 2 autopilots engaged. If one would fail, the other autopilot would continue the approach.
Moinsen, was mir bei allen Videos auffällt ist, dass der Pilot Monitoring (PM) den Approach brieft sowie das NAV Set-Up macht und nicht der Pilot Flying (PF) der ihn ja eigentlich abfliegt. Ich persönlich kenne das nur andersherum. Ist das Company Procedure bei der Eurowings? Wo wird hier der Vorteil oder der Sicherheitsgewinn gesehen? Viele Grüße von der Nordseeküste
Das komplette Setup für den An- oder Abflug macht der pilot-flying. Dann kommt das Briefing. Im Briefing brieft der pilot monitoring den Anflug oder Abflug. Dabei wird unter anderem gecheckt, ob das vom pilot flying eingegebene Setup mit den Karten übereinstimmt. Der pilot flying erklärt dann unter anderem, wie er oder sie den Anflug fliegen möchte und die dazu gehörende Performance. Das ist das standard Verfahren von Airbus. Es wurde von einer Arbeitsgruppe bei Airbus entwickelt. Dieser Gruppe gehörten Vertreter großer Airlines und von Airbus an.
@@ApproachandDepartureVideos super! Vielen herzlichen Dank für die Antwort. Der Part, der zeigt, dass der PF den Anflug vorbereitet, hatte im Video gefehlt. Dann macht das Verfahren natürlich mehr als Sinn, da beide Piloten sich gegenseitig überprüfen können. Danke für die Videos! Immer wieder toll anzuschauen :)
Hello Cpt. A beautifully flown approach and landing on the 15 in LOWS. 🤩👍 Salzburg is a beautiful city to visit. 🏙 If you ever get the chance, there is the Haus der Natur and of course everything about our Wolferl (Mozart). But the best thing is the Mozart balls! What I really liked are the recordings of the flight data and the charts. Thank you for always taking the time for these great videos and insights into your work. 😄 Especially after parking, I think it's great that you show your plane. Great design from Eurowings. With this in mind, I wish you and your crew a nice week. Greetings from Styria 🤗 Werner
Werner, thank you very much for watching, the helpful feedback and for your tips for a nice Salzburg visit! I visited the city a while ago and can also highly recommend a trip to Salzburg. Have a great day! Greeting to Styria!
Der Pfeil zeigt auf das SI NDB. Bei 16:55 ŭberfliegen wir den Sender und der Pfeil dreht entsprechend. Was zukünftig kommt, hängt vom Dienstplan ab. Und der ist immer eine Überraschung.
Darfst du deiner Familie Plätze im Flugzeug kostenlos reservieren oder freihalten? Wenn es nur Rabatt gibt wie hoch ist der? Freue mich über eine Antwort Liebe Grüßen aus Leipzig
Gute Frage: Nein, die Familie hat keine kostenlosen Plätze im Flugzeug. Allerdings bekommt man als Mitarbeiter einer Fluggesellschaft vergünstigte Tickets bei der eigenen und auch bei anderen Airlines. Manche Vergünstigungen gelten auch für direkte Familienangehörige.
@@ApproachandDepartureVideos Thanks for the confirmation & the quick response 😃. The audio was a bit hard to understand for me there. Is this a common phrase in ATC communication? Im used to numbers being called "as digits" like: "one zero degrees"
The thing I find maddening about RU-vid is that every time I watch one of your videos I am bombarded with recommendations for other take off / landing channels which for whatever reasons are just not up to your standard and I have to keep clicking the "don't recommend this channel" button. Yet another excellent video Sir, thank you so much.
Thanks for your good feedback! We usually do a VLS check prior landing to find out if the VLS shown on the PFD is higher than the VLS on the MCDU. If the VLS on the PFD is higher, we add the difference to the other VLS to the approach speed. The readout on the PFD is analog and the MCDU value is digital. Sometimes it is diffucult to read it by the knot. In this cases I like to add a knot or so more. Also there is a procedure in the books which allows to add speed for gusty (crosswind) approaches or expected windshears.
Thanks for watching! The destinations in my schedule are always a surprise. I am sure to fly to France and UK again in the future. But it may take a while. Please stay tuned.
Ach war das schön. Ich hatte das Gefühl nach Hause zu kommen. Als junges Mädchen war ich im Internat in Berchtesgaden und beim Landeanflug sah ich bei ca. 13:00 Uhr den Watzmann in der Ferne. Was sind wir durch die Berge geklettert. Ich muß unbedingt mal wieder dort hin. Vielen Dank für das wunderschöne Video!
Vielen lieben Dank fürs Anschauen und das sehr persönliche Feedback mit dem Hinweis auf den Watzmann! Ich finde auch, dass das Salzburger Land sehr schön ist und ein sehr gutes Ziel für einen Kurzurlaub darstellt.
Vielen Dank! Innsbruck ist genau wie Salzburg auch ein CAT-C-Platz und erfordert spezielles Training und regelmäßige Flüge dorthin. Ich fliege noch andere CAT-C-Plätze an, Innsbruck aber derzeit nicht.
I highly do appreciate your great feedback! Please tell all your friends who are interested in aviation about the channel! Thanks in advance and have a nice day!
Hello Captain, thank you for your great videos. Once established on the ILS localizer, at what point do you stop looking at the PFD and look at the runway? I notice that around 100 feet before you touchdown you no longer follow the glideslope, so are you going by the PAPIS by that point?
Thanks for the good feedback! During the approach, we watch the instruments and also the outside view (if not in the clouds). We call that scanning. Especially during the flare, the outside view gets the main focus.
Thanks for your good feedback! We always share our flight legs. If we fly two legs, the first officer is flying one leg and I fly the other leg. If we fly four legs, both pilots fly 2 as pilot flying. Salzburg airport is a category C airport. The landing must be done by the captain and the captain needs to have special simulator training before flying to Salzburg the first time.
Thank you very much for watching and your good feedback! The wind turned prior landing and we also would land with some tailwind on runway 15 instead of doing the circling procedure when coming from the north. Best greetings to Verona!
It is great to hear that you like my videos! Most of the time, the wind is ok for an ILS approach. So most of my approaches have been the ILS to runway 15. I would love to fly the circling approach again. But it may take a while until the wind does allow an approach to runway 15. Please stay tuned.
Since I started IR training this year, we often approach and depart via BIBAG in Eggenfelden (EDME). Missed approach in Salzburg is also less difficult if you're only going 80 kts :D Nice video as always 👏
Thanks for watching and for sharing your personal experience! Sure, with 80 knots it is much easier to stay clear of obstacles as with 140 knots. But the Airbus is climbing much better than a single engine airplane.
Vielen Dank für Dein gutes Feedback! Bitte berichte allen, die Du kennst und sich für Luftfahrt interessieren, vom Kanal! Vielen Dank vorab und einen schönen Tag!
Thanks you for a wonderful upload I really like attention to detail, the briefing, and screenshots of various MCDU pages. Your regular uploads are better than TV shows! :-) Thanks cpt.!
Thanks for watching and the good feedback! I do not know about a minimum height. But the pilot must be able to reach the controls in the airplane he or she is flying. The Airbus has adjustable rudder pedals and seats. But the airplanes for initial training at the flight schools may not have this features. They usually only have an adjustable seat. I suggest that you check with a local flight school. They may give you the opportunity to sit in an airplane cockpit to check if it would be ok for you.
Nice approach and landing. I thought it was a NEO at first due to the low brk on the FMA, seems that now CEO A32X can get the same sotware version as the NEOs ?
Nice video, as always. as already said i was in ibiza where i saw airplanes flying a few meters above our heads. good day and good weekend to all the crew
Always a delight. I hope you get to do another trip to Corfu soon, I know you filmed one ages ago but it was before all your brilliant angles on the avionics. The circle to land there is a lot of fun.
Thanks for watching and for your friendly words! I love Corfu very much and hope to be scheduled to Corfu soon again. As always, it may take a while. Please stay tuned and have a nice day!
Gut gemachtes Video vom Anflug auf den Wolfgang Amadeus Mozart Flughafen Salzburg man hat immer den Untersberg im Hintergrund gesehen Lieben Dank für das Video ich sehe Ihre Videos sehr gerne an
I so enjoy your videos , this mornings so beautful to watch from you both, can I just ask something please, when you put landing gear down, what are the 3 switches your co-pilot uses. many thanks . hope its ok to ask too
It’s great to hear that you enjoy my videos! When the pilot flying commands the gear down, the pilot monitoring moves the gear handle from the up to the down position. Afterwards, she or he arms the spoilers and switches the lights on the nose gear to on.
I was wondering if you could send me an SOP for eurowings? So I can use it for flight simulator because yeah the Fenix a320 is that realistic even the circuit breakers are clickable
Another magnificent video 👍It was interesting how the tail wind dropped and swung around to a headwind with increased strength. I notice you quite often add a few knots to the VLS. Just wondered what determined that. Thanks 👍👍
We do an VLS check during the approach and compare the VLS which is displayed on the MCDU with the VLS from the PFD. The PFD-VLS is calculated by the plane on the basis of aerodynamical data and the MCDU is calculated on the basis of the loadsheet weight plus fuel. If the PFD-VLS is higher, we add the difference to the approach speed. Sometimes, I also add some knots to the approach speed because of expected wind shears or downdrafts during the approach. Airbus allows an increment to the VLS of up to 15 knots, if needed, especially for gusty crosswind or/and wind shears.
@@ApproachandDepartureVideos Thanks for a detailed and comprehensive answer. Have a great day and look forward to some more great content. I think this channel will grow big. 👍
I was always curious, how do you decide who is flying a take-off or landing and who is monitoring? (Captain or F.O.) Is it a Company directive or depends solely on the captain? Thank you for the nice and informative videos!
Good question. We share the flights. If there are 2 legs, every pilot is flying one leg and on the other leg pilot monitoring. Some airports, like Salzburg or Funchal, are restricted by the company or the government to Captains landing only. So, if flying to Salzburg or Funchal or if we have to do an autoland in fog, the Captain is always pilot flying and the First Officer is pilot monitoring. For unrestricted airports, we discuss before we fly the first leg who wants to fly which leg and come to a good result.
Guten Morgen, ich habe eine Frage zu den Flap-Settings vor der Landung. Warum kommt der Call "Flaps 3" und "FLaps full" direkt hintereinander? Kann man von "Flaps 2" nicht gleich "Flaps full" callen oder würde das der Maschine einen zu starken plötzlichen Auftrieb geben?
Das Standard-Verfahren sieht vor, dass nach Flaps 2 erstmal das Fahrwerk ausgefahren wird. Dann kommen die Flaps auf 3 und danach -- wenn es passt -- auf Full.
Good morning! Great flight again! I have one question: what is that -10000 restriction you put into bilbag waypoint? The desired/ATC advised FL at that wyp was FL100, correct? You nicely match that one with that negative restriction - I only knew inputing the desired FL.
Thanks for the good feedback! ATC advised us to cross that point at FL 100. But the transition level was FL 110. So below FL 110, we had to use the local QNH setting and our altimeter indicates no FL anymore. So we crossed the point at 10.000 feet. The difference between FL indication and the indication based on QNH was only 90 feet during this approach.
I always try to fly with idle power as long as possible. Best is from top of descent until shortly before 1000 feet. Sometimes it is not possible. With tailwind, it makes sense to fly more conservative. Also the ILS starts at about 2500 feet above the airport, so it is a good idea not to be too fast at the final approach point.
Okay I gotta ask, why do the PMs keep their hand on the stick? Or indeed, when in autopilot, either pilot keeping a hand on the stick? Seems like a recipe for unintended inputs, including dual inputs or accidental AP disconnect. Makes me nervous whenever I see a non-flying person with their hand on the stick
The Airbus is a non conventional airplane. Your statement may be right in a conventional airplane. With the Airbus, the pilot monitoring has her or his hand at or close to the sidestick because the push to talk button for the radio is located at the sidestick. If the pilot flying is flying manually, the pilot monitoring must be able to take over immediately if needed. Also, the natural relaxed seating position puts the hand somehow at the sidestick. You need a good amount of force to move the sidestick. Even with the hand at the sidestick, there will be no unintentional inputs from the pilot monitoring because the arm sits very relaxed on the armrest. If both pilots would make an input, the Airbus would say "dual input" as a warning and both inputs would be added. So no reason to be nervous about it. This all is standard Airbus procedure.
@@ApproachandDepartureVideosI've read plenty of accident reports where "dual input" was annuciated, yet due to the startle effect of the emergency no pilot notices, usually with bad consequences. (The most obvious and painful example I can think of is AFR447.) But it's good to hear that it's difficult to move by accident, that makes a lot of difference. Thank you for the wonderful reply.
@@UnshavenStatue The dual inputs in the accident reports usually happened because both pilots somehow tried to save the plane without following the required procedures. This is never a good idea. Only one pilot shall control the sidestick at any given time. If the other pilot has to take over, a clear announcement of "I have control" is needed and in case of a pilot incapacitation, the takeover pushbutton has to be pressed to deactivate the other sidestick.
@@ApproachandDepartureVideosYes of course disobeying procedure is a contributor to almost all accidents, yet that is the point isn't it? To err is human, and it's humanly impossible to always, perfectly follow procedures. Hence why we must take defense against *when* they're disobeyed, and that's the reason I ask. Of course if procedure is followed it's never a problem, but when it's not... Again, many thanks for the replies
@@UnshavenStatue The best method to avoid incidents and accidents is a good pilot training. Due to the reports, we learn from all incidents and accidents and procedures are updated and new training programs are generated
