Great reaction by the first officer at 20:09, showed excellent situational awarness - when he wasn't sure what the autopilot was doing he didn't hesitate to intervene before the speed of the aircraft would drop to a dangerous level.
Thanks for the feedback! Yes, I fully agree, the first officer is a very good pilot with an excellent situational awareness. His reaction was very good. But - just for information - the speed was still above VLS and far away from dangerous and in addition, the Airbus speed would never drop to a dangerous level. There are protection systems installed which make that impossible. That's one of the major differences between an Airbus and a Boeing.
Thank you so much for another great video. I've always had a terrible fear of flying but since watching your take offs and landings I managed to fly from Salzburg to London without any problem.Thank you.
Thank you so much for sharing your very personal feedback! It's great to hear that the videos are helping you to overcome your fear of flying. Have a nice day!
Hello Cpt. I am once again overwhelmed by this great departure video. 😀🤩 What I particularly liked is that it went up to cruising altitude. 👌👍 The view of the Alps was just great. 🏔 Can only say again and again, thank you for the great videos from the cockpit! I would also like to thank you for your kind words. That means a lot to me! I'm already looking forward to the next video! With this in mind, I wish you and your crew a nice week. Greetings from Styria🤗 Werner
Danke fürs Anschauen und das gute Feedback! Vor dem Pushback gab es ja schon die Info, welche Departure Route zu erwarten ist. Die eigentliche IFR-Streckenfreigabe kam dann während des Pushbacks. Wie genau der Standard in Italien ist, weiß ich nicht. Allerdings ist es mir schon häufig passiert, dass die IFR-Clearance und/oder der Transpondercode erst beim Pushback oder manchmal sogar erst beim Rollen gegeben wurde. Das gibt es auch in Griechenland.
Very nice, interesting and extremely useful also for simmers ( 🙄 ); complete comms with ATC help to rightly understand all mandatory clearance procedures. Looking forward for a further flight over Italy 😉
Thank you for another great video Captain. I found your point at the end that certain routes have higher traffic than pre-covid interesting as well as great news for the aviation sector.
Very interesting video, i,m a pilot student and in fly different times in LIPZ I have only a question: when you contacted Venice ground for push back she replied to you “ stan by”, why you read back with “ standing by”, it would have been more correct not to answer.
Wieder ein Klasse Video, genauso wie das von letzter Woche....ich überlege jetzt Venice als Flughafen für den Flight Simulator zu kaufen...scheint ein interessanter Airport zu sein....
Thank you for watching! When I fly the next time to Bucharest, I try to record the approach and publish it here. It may take a while. Please stay tuned!
Vielen Dank fürs Anschauen und die netten Worte! Rhodos kommt bestimmt irgendwann. Das hängt allerdings von meinem Dienstplan ab. Wohin ich fliege, ist immer eine Überraschung.
Can totally relate to the ground crew pondering the delay to see if they’ll get the dreaded ‘GL’ - maybe he could have avoided it by connecting the pushback earlier then getting you to release the brakes whilst you waited for ATC clearance etc - I do this often on a tight turn to try and avoid ‘catching’ the delay - though depends on how chilled the captain is 😂 - great vid as always hope to see you at OSL soon 😎
Thanks for watching and your personal feedback. I prefer that the pushback truck is connected latest when the last passenger gets into the plane and before the cargo doors are closed. This enables us to call "ready to move" and for a release as soon as operational possible. OSL would be nice. But I have to wait until scheduling sends me to the airport. As always, this may take a while. Please stay tuned.
Yeah I connect it asap, usually after the pilot does the walk around - we use TBLs here not towbar so it takes 30 seconds to connect…no phaffing around with a towbar 🙃😆 - ah ok well hope to see you there soon 😎 - love handling Eurowings it’s usually max 20 bags in and out 😂🙌🤝
Awesome video with a very scenic city in background, i got one question , at minute 22.34 you were discussing about the level off altitude in case of an engine failure/ decompression above the alps right? Thanks in advance for an eventual answer and thx again for your content captain!
Thanks for the great feedback! Yes, we are always discussing the minimum altitudes which we can safely use in case of an immediately required descent along our planned routing. For a decompression we would like to descent to 10.000 feet or - if obstacles are in the way - to a higher altitude. With an engine failure we would descent to the best altitude for single engine ops. This depends on the weight and the temperature. Usually, the alps are no factor for that because the single engine altitude would be higher than the lowest altitude we can safely fly at.
Another quality video 👍👍I just had a question about ILS approach pls. When you are on the glide slope and disengage AP flying manually, do you concentrate on keeping the magenta diamond in the centre line on the PFD or is there other FD info on PFD you focus on. Thanks
Thanks for watching, the good feedback and your question: When flying manually with the flight director engaged, we follow the flight director commands. In addition, we scan the raw data of the localizer, the glideslope, the vertical speed, the speed, attitude ...... For example: If the vertical speed gets a little low and away from our target vertical speed, we usually see first the change in vertical speed, then a glideslope deviation and then the flight director shows an appropriate correction. For a very smooth approach, it makes sense to make small corrections on the basis of the raw data even before the flight director gives an appropriate command. This keeps the flight director command bars centered.
Great video - really enjoyed it - so much going on and yet the Captain and the FO make it seem effortless. Can I ask who or what determines which person will be flying the aircraft and which person will be monitoring? Thank you!
Thanks for watching and your good feedback! One pilot is the pilot flying and the other the pilot monitoring. The decision is usually done by the crew before the first flight of the day. If there is an even number of legs, every pilot will be pilot flying at half of the legs. Some airports are restricted as "Captain landing" or "Captain Takeoff". Examples are Funchal, Samos, Calvi, Salzburg ....
ohh you got to love that! 😍 Just awesome as always…your videos have become a part of my weekend routine. Makes my weekend always a bit better :D Looking so much forward to next saturday! Have a great remaining week 👆🏼
Eurowings do a summer weekly flight from Dusseldorf into my local airport Newquay, Cornwall. Think it is the "Poldark" tour. Are you likely to fly this route at any time? Keep up the fine videos. Bis bald.
I did the flight once last year. Unfortunately, the weather was very rainy without any views of the nice area, so we did not record a video of the approach. I hope to be scheduled soon again to Newquay. And - for sure - I will try to record a video to publish it here. It must be a very beautiful landscape. The area hosted a very successful German TV-movie series. Please stay tuned.
I do love your presentation. It's fascinating to see just how busy you are up the front there! I'd be fascinated, if you get it, to see a landing video for Preveza (Aktion International) in Greece, especially runway 25R. I've flown in a couple of times and it feels quite an exciting approach!
Thanks for watching and the good feedback! I haven’t been scheduled to Preveza for some time. As soon as I fly there again, I will try to record and publish a video. It may take a while. Please stay tuned.
Thanks for the feedback! Yes, the ground crew sends together with our departure data a delay message which includes very specific delay codes and times. We get the message in the airplane and check if we agree. To avoid different reports, we speak (whenever possible) with the ground crew about a delay before the message is generated.
Thanks for watching and the observation. This is a good question! We flew 4 legs on this day, he flew the legs to and from Venice and I flew the other 2 legs.
Great video captain, just read that Eurowings will be coming back to Catania, hope to get another video of that approach with good audio and with the new camera angles. I really appreciate the fact that you give us the opportunity to fly with you with such detailed quality work.
Thanks for watching and the good feedback! Yes, Eurowings is flying to Catania. I hope to be scheduled soon on one of the flights. That would give me the chance to record and publish a new Catania video with good audio and the "updated" instruments view. Have a nice day!
Thank you very much for watching and your very personal feedback! It's great to hear that .my videos are helping you to reduce your fear of flying. One reason why I started this channel was helping people like you. Have a nice day and always a safe and relaxing flight!
I just found your channel, and really love your videos and can hear your passion for aviation come through in every video. You are also teaching me a lot of things I can use in Flight simulator, thank you and keep these great videos coming 🙂
At 20 minutes in when the F/O Says just a sec…the speed seemed to drop way below green dot and was predicting speed decease? I think he changed the auto throttles to make the aircraft increase speed again?
No, he did not change the autothrust. The wind changed from a headwind to a tailwind. This resulted in a an indicaTED airspeed drop. The first officer reduced the climbrate to get the speed back. The thrust did not change.
Love hearing the chaos of having to juggle ATC and the Pushback crew speaking to one another at the same time! Great job remaining courteous and listening/explaining their concern about any delay falling on them.
Thanks for watching and the feedback! I would not call it chaos. It's more like lots of work to be done at the same time. As pilots, we prioritize the work and make sure that it is done right.
Were you going all the way to FL400? The last thing I saw was that you were going to 380. Are you that high because of the mountains? I know that radiation actually becomes a problem if you fly at too high of an altitude too often.. it's a consideration even at the altitudes y'all usually do fly.
The Airbus A320 series has a maximum altitude of 39800 feet. Flying at 40000 feet is not allowed. Yes, we want to fly above the obstacles. But 18000 feet or so would be enough for the alps. The reason for the higher altitude is that the plane is flying more efficiently at higher altitudes. We try to fly as close as possible to the optimum altitude, where fuel burn and speed is at a good relationship Radiation is recorded and tracked for each crewmember. On flights like the one in the video, the radiation dose is very very low.
@@ApproachandDepartureVideos I usually only see private jets flying at 45000. I know the radiation is very minimal.. but that you had to watch it when you spend that much time at altitude. People live on the ISS for over a year and it's 200 miles up, so flying at 7 miles is really nothing to worry about!
@@ApproachandDepartureVideos Doesn't that put you into the jetstream better being at 39000? I've noticed a huge change in the directions of the jetstreams in the last few months as the Pacific changes to El Niño after three years of being La Niña.
@@crypto1701 The optimum altitude for the particular flight is based also on the exact position and altitude of a jet stream. It happens that the optimum altitude with the wind is lower than without wind because of way more headwind at higher altitudes.
Gute Frage. Wenn man verschiedene Flughäfen miteinander vergleicht, geht es an manchen extrem schnell mit sehr wenig Personal. An anderen laufen viele Dinge etwas gemütlicher ab und benötigen darüber hinaus mehr Personal.
If you watch the the PFD in the video, you will see that the trust reduction was done at 1000 feet above the airport elevation and the acceleration at 3000 feet. This is called NADP1.
No before TO check list, no after TO check list? ... Weird. listening ATIS VCE after TO? ..... Also when one day the ATC will manage for only rolling take offs instead hold and line and wait to save fuel for companies ?
You are wrong here. The name of the before takeoff checklist is lineup checklist. And yes, there is no after takeoff checklist. Standard Airbus takeoff is static up to 50 % N1 or 1.05 EPR. The crew may decide to do a rolling takeoff. We listen to the ATIS or read the digital ATIS when we start the preparation for the flight. As a courtesy for you, I integrated the ATIS audio at the end of the video together with all the used charts.
@@ApproachandDepartureVideos Ok line up CL why no after TO CL ? just for info sir Ok understood for ATIS 😊 But for people who is not pilot or do not know enough about flying can sound strange, was only my message ( I am older pilot but I say for others people's) For rolling TO the subject was about saving fuel for all TO in the world and not only Airbus, all aircrafts Your videos are great don't misunderstand my commentary.
@@frbo323 The new Airbus procedure have removed the Before the line and below the line and made it all in one checklist, also the after takeoff checklist is removed, since the aircraft would show warning on ecam if anything was not done correctly...
may I ask why FO pulled the Vs to 0 at time 20:13 for a few seconds when you were pointing out lido airport? is it because the speed was getting a little low?
Always impressed by the professionalism of these crews and in particular the captain. Such a treat to see experts doing their job in full control. Hopefully within the next few months I’ll be joining an airline and starting my A320 type rating so binging on these videos and enjoying them all
