This is the most interesting and professional video I have ever seen on the net. Great job and thank you for sharing your work so accurately. I can imagine the work its represents
Thank you so much for the friendly words! Please tell all your friends in aviation about the channel and ask them to subscribe if they like it the same as you do. Thanks in advance! All the best to you and have a great day!
I find it very bizarre that CM1 does the briefing, radios and controls while CM2 does nothing and then the approach is flown by CM2. What is the logic behind this?
Thanks for watching and your feedback! This is in accordance to the new Airbus procedures and briefings. Here CM2 is pilot flying. He prepared everything in the MCDU and did all the calculations. CM1 is pilot monitoring and during the briefing, he briefs and checks whatever the pilot flying had prepared. Then the pilot flying briefs how he wants to fly the approach, the performance and the taxi routing to the parking position.
It’s incredibile! I cross LIPZ airspace in one of my solo PPL mission, see this from an airbus perspective instead of our school’s Cessna 152 is amazing, Italian explanation of pilot flying amazing as well. ❤💪🏻
Amazing video! I live in a small town you flew over in this video. I often watch planes in their approach to Venice and I wonder what the pilots are seeing, doing and thinking. Keep up this great work
I really like your viedos and it´s very interesting to see how everything works. What would you say how do I have the best chance to get into the Cockpit as a passenger?
Due to worldwide security regulations, it is not possible anymore to visit the cockpit as a passenger during the flight. You can ask to visit the cockpit on the ground during the boarding or deboarding of the airplane.
CONF 3 saves fuel as there is less drag on approach resulting in a lower N1 to maintain VAPP speed. In our company Flaps 3 are preferred where possible 👌Also in gusty conditions the higher approach speed in CONF 3 means the aircraft has more energy so you have more leeway in gusts.. You also have better go around performance in CONF 2 as opposed to CONF 3 when using CONF FULL. The only downside is longer landing distance required, not a massive problem with long runways. Every company is different however these are some of the considerations 😁
The pilot flying decides if she or he wants to do a flap 3 or full landing. Both flap settings are approved Airbus normal landing configurations. Flaps 3 uses a touch less fuel, but the approach speed is about 5 knots faster. So the landing distance will be a little longer and a little bit more braking and/or reversing may be required. Pitch is about 2 degrees higher on short final and during the flare compared to a flap full landing.
Hello, very good video, What is the flow for the cruise, is it rigidly followed by memory in order? Greetings, hopefully you record a flight in Skopje, North Macedonia.
Thanks for watching and your good feedback! When arriving at the final cruise altitude, we usually set the TCAS to below to get a good picture about what is going on below us for a possible fast descent. We also check the system pages and request via ACARS some enroute weather reports. We monitor the flight progress and do regular time and fuel checks.
The bank has nothing to do with the light. The introduction, including the views to the pilots, was taped on the ground. I do assume that the warning was due to the brake temperature reaching 300 degrees. At 01:09 everything fits together again and all camera pictures are real time from the flight.
Eine kleine (konstruktive) Kritik: bitte nicht das Taxi beschneiden, dies ist interessanter als der Sinkflug. Ansonsten freue ich mich total darüber wie groß dein Account geworden ist. Unter einem deiner ersten Videos wirst du einen Kommentar von mir finden mit dem Hinweis, dass dieser Account underrated ist und mehr Aufmerksamkeit verdient. Hat zum Glück nicht lange gedauert bis du die verdiente Anerkennung erhalten hast! 👍
Vielen lieben Dank für die netten Worte und die lange Treue zu meinem Kanal! Das freut mich wirklich sehr! Ja, die Vorhersage hat gestimmt! Der Kanal hat viele neue Abonnenten bekommen. Das Rollen von der Landebahn zur Parkposition ist normalerweise komplett zu sehen. Hier gab es Probleme mit der Aufnahme nach dem Abrollen von der Bahn. Deshalb fehlt ein Stück. Das ist aber nicht der Standard des Kanals. Einen schönen Tag noch!
Hello Cpt. I am overwhelmed by the great video! 🤩👍 The view of the Alps is great. Thanks for the great shots! What I really liked was the detailed briefing looking at the ND in MAP mode! 🏆 Again, I can only say that I think the display of the maps is great. I also thought listening to the ATIS was great! I can only repeat myself, the video is awesome! Thank you for taking the time to make such great videos! With this in mind, I wish you and your crew a nice week! Greetings from Styria 🤗 Werner
Hello Werner, thank you so much for the friendly words! Your detailed feedback is really important for me! It won't be possible to do the same at all future videos. But I try to do my best! Whenever possible, the ATIS is somehow available in the videos. The latest videos usually include the ATIS audio somewhere at the end together with the presentation of the full size charts we used during the approach or departure. Best greetings to Styria!
Hello Cpt. Thank you for your important and nice answer. 😀 There is no question that you give your best in the videos. 👍 I'm always excited when a new video comes out. Your videos are just great and let us forget our worries while watching them! 🍀 With this in mind, I wish you a nice evening. Greetings from Styria 🤗 Werner
Good evening! Departed from DUS last 16th April?! Thank you! It's a great video, a lot of stuff for simmers, pilot and aviation enthusiasts like me! Welcome to Italy!
I absolutely love your videos. Gives us a real look into the work that goes on behind the scenes in the cockpit. It’s fascinating. Please keep up the good work. 👏👏
Thank you for the upload, captain. Amazing video with crazy good views. My favourite moment was the slight frustration with ATC before you got passed to Venice control.
Beautfiul approach and flying as always captain! I am wondering, have you ever flown into Bucharest LROP? I would love to see a video of my home airport!
Thanks for watching and the nice feedback. Yes, I flew to Bucharest a while ago but did not record a video. I hope to be scheduled to Bucharest again soon and I will try to record and publish a video. Have a good day!
Outstanding as usual. Interesting to see the ski stations in the Alps with artificial snow laid on the pistes. Although I'm a little bit angry (only joking!) that you edited out part of the taxi in because you know I think your videos are the best because they are never edited or speeded up!
Thanks for the great feedback! We stow the reverser latest before leaving the runway. Especially on a high speed turnoff this may be at a much higher speed than 10 knots.
Great video again. I have a question for you. After you have landed and are rolling down the runway what is that banging noise that you can hear most clearly at about 31:38? I've noticed this on other flight deck landing videos. I assume it is the nose gear, but i thought runways would be very smooth. So why would this happen?
What you hear in the video is the nose gear travelling over the lights of the integrated centerline lighting system. The lights are integrated in the runway centerline and are not 100 % even with the surrounding surface. We usually try to avoid them through steering a little left or right. But sometimes it does not work because our main goal is to stay on the centerline. If you watch very close, you even see these lights in this video.
Once a Captain always be a captain ....salute Captain and Venice is beautiful place and also beauty of Alps mountain....love from my side😍😍😍🥰🥰🥰🥰🥰👨✈👨✈
What a stunning approach. I am 29 years of age and am considering to be become a Pilot. Watching videos like these increase my desire even more. Thank you und schönen Gruß aus EDDH
Thank you so much for watching and your kind feedback! In very rare cases, flaps 3 is required because of the missed approach or go around performance. In all other cases, the pilot flying decides if she or he wants to land with flaps 3 or full. Both are Airbus approved “normal” landing flap settings. Flaps 3 saves a touch of fuel but the approach speed is 5 knots higher, the landing distance is a little longer and more braking is required. Also, the pitch before and at touchdown is about 2 degrees higher than with flaps full.
Thank you so much for the great feedback! Yes, the goal of the videos is that you see about the same picture you would see if you would be sitting on the jump seat in the cockpit. Have a nice day!
Flaps 3 on an A319 is not uncommon. The aircraft is smaller and lighter and can manage the energy better on flaps 3 compared to the bigger brothers. And also consumes less fuel :)
Thanks for the friendly words! The pilot flying decides about the flap setting. She or he can use flaps 3 or full. Both are "normal" landing configurations for the Airbus A319, A320 and A321. Flaps 3 save a little bit of fuel. But the approach speed is about 5 knots faster and the landing distance longer. So with flaps 3 compared with flaps full more braking may be needed to slow down the airplane on the runway. Flaps 3 provides less drag and needs a higher pitch (about 2 degrees more compared to flaps full) at the end of the approach.
Gute Frage! Ich habe hier die VLS in der MCDU mit der VLS auf dem PFD verglichen. Die VLS im PFD war 3 Knoten höher. Deshalb habe ich diese 3 Knoten dann auf die Anfluggeschwindigkeit in der MCDU aufgeschlagen. Die VLS in der MCDU wird auf Basis des Loadsheet-Gewichtes plus Sprit errechnet, die VLS in der PFD-Anzeige auf Basis von aerodynamischen Daten (Angle of Attack ...) plus Lage des Schwerpunktes.
Thanks for watching and your great feedback! It happens once in a while that the parking system shows "too far". Normally it is not a big deal and has no operational consequences. It usually takes a moment from the "stop" message of the parking system until our plane is holding the position because we do not want to brake too hard.
Thanks for watching and your good feedback! Please tell everybody you know who is interested in aviation about my channel! Thanks in advance! Have a nice day!
Danke fürs Anschauen und das gute Feedback! Aus technischen Gründen fehlt ein kurzer Teil zwischen dem Abrollen von der Bahn und dem Einparken am Gate.
Thanks for watching and the good feedback! I will keep your suggestion in mind. Some videos are now much longer than my first videos. But recording a full flight is more complicated than said. I am sure that I will come up with something in the future. It may take a while. Please stay tuned.
As always a lovely video of an approach and landing in a beautiful part of the world. I love flying around Venice in Microsoft Flight Simulator, especially in a float plane. Sadly, I have never been to that part of Italy, but my wife has. She burst into tears when I flew a chopper in the sim over the train station in Venice, where she had arrived and saw her first canal forty years ago. One thing I have noticed in your flights over Italy though, do you find it distracting when ATC switches to Italian so much for native speakers? I'm not sure if that is entirely correct procedure, despite speaking some Italian, mostly courtesy of Rex In Rome, lol.
Thanks for watching and for sharing your very personal experience! In general, it would always be much better if only one language is used during approach and departure. The reason is that for the situational awareness we would like to know about the exact instructions ATC is giving to other airplanes and for sure, we also would like to understand the response from the pilots. If this is done in the local language, like Italian, French or Spanish, I do not understand it. In my opinion, the scheduled airlines and IFR traffic shall all be required to speak English. In addition, local private pilots (who are very seldom flying to large airports) must still have the possibility to speak the local native language if they do not speak English.
@@ApproachandDepartureVideos Yes, this is my view also. It has worried me to hear on some of your videos that there is a real possibility of uncertainty about the intentions of other planes and their positions in controlled airspaces, solely due to language choices... difficulties that seem to be ignored my some controllers. Even for local GA pilots who are just transitioning controlled airspaces near international airports, it is vital that airline pilots know clearly what is happening, so English, the common tongue of international aviation should be used. If ATC becomes aware that a GA pilot is not able to relay info in English in controlled airspace they should do so for him or her. Mid air collisions have happened because this procedure has not been followed. To ignore the legal requirement of English for heavy commercial flights though by ATC is to my mind unforgivable.
Hallo weiss jemand wo die abgeflogen sind? Düsseldorf wäre aktuell der Flughafen der Eurowings Flug nach Venedig hat. Ich möchte so gut wie möglich im Flugsimulator den Punkt finden wo das Video beginnt um dann zu zeigen Guck Frau sim und real kein Unterschied. Wenn ich das kann. Wieso Flugangst
Wir sind in Düsseldorf abgeflogen. Flugnummer EW 9810. Flugangst muss heutzutage eigentlich niemand mehr haben. Das Fliegen ist eine extrem sichere Art der Fortbewegung und im übrigen wesentlich weniger gefährlich als das Fahren mit dem Auto zum Flughafen. Viel Spaß mit dem Simulator!
Thanks for watching and the good feedback! The pilot flying decides if he or she wants to fly with autothrust on or off during the approach. Airbus recommends autothrust on. But we must also be proficient in doing the approach with autothrust off. So it is a good idea to do an approach with autothrust off on a regular basis.
Thankyou for another great video and camera angles. On approach do you always manually Activate Approach Phase in the Perf or would you sometimes let it automatically enable 👍👍
Thanks for watching, the nice feedback and your question! The automatic activation of the approach phase is an interesting feature of the Airbus. Sometimes we use it, sometimes not. It depends. If ATC tells us to slow down to minimum clean (green dot) speed, we usually activate the approach phase manually. It also happens on a regular basis that we are in an idle 250 knots descent and approaching our target altitude. Instead of adding power for half a mile until reaching the deceleration point at which the Airbus would automatically activate the approach phase, we keep the power at idle and activate the approach phase manually. .....
Wieder ein tolles Video, vielen vielen Dank für die Mühe und fürs teilen! Auch mit den Briefings und Charts - einfach super! Eine Frage: was ist der Vorteil das ILS bei 3000 ft und nicht bei 4000 ft zu intercepten? Länger schnell fliegen und keine Klappen fahren müssen? Viele Grüße
Vielen Dank fürs Anschauen und die Frage. Was Du geschrieben hast, ist korrekt. Idealerweise gehen wir mit S-Speed und Klappen 1 in den Glideslope. Tun wir das mit der höheren Green-Dot-Speed ohne Klappen, möchte das Flugzeug normalerweise (in Abhängigkeit vom Gewicht und anderen Faktoren) immer schneller werden. Dadurch wird es schwieriger, das Flugzeug zu konfigurieren.
Vielen Dank fürs gute Feedback! Bitte berichte allen luftfahrtinteressierten Menschen, die Du kennst, von meinem Kanal. Vielen lieben Dank vorab dafür! Einen schönen Tag noch!
Thanks for watching and for your question. We requested here an early left turn because the early left turn would have shortened the approach. If the published (and cleared) approach routing is very long (and the obstacle situation permits), we appreciate any shortcut to reduce the flight time and the fuel burn on the way to the destination.
This is a weird question: Do you think communications with ATC in the future will be made through the onboard messaging system? I feel like that would be more efficient and probably prevent miscommunications.
Controller-pilot data link communication (CPDLC) does exist today, primarily in cruise in certain areas - it started with oceanic sectors in the Pacific and North Atlantic. I think the issue with approach phases is the need for fast real-time back and forth that both pilots and ATC hear as well as situational awareness of other aircraft on frequency.
We have that onboard messaging system already installed in the airplanes. It is called CPDLC, controller pilot datalink. More and more ATC sectors are using it. In the terminal area of airports it is usually not in use because with CPDLC we would not hear or see the instructions or reports from other airplanes. For our situational awareness during final approach it is very important to know what the other airplanes around are doing and which instructions they get.
i beleive a fair few incidents have been avoided very recently because other pilots are switched on listening to instruction to/from other aircraft. now, would this miscommunication happen if data is obvious via text? i cant say. language barriers are an issue.
@@sw01ller The digital written communication has the advantage that it is always 100 % clear what ATC wants. Verbal misunderstandings are usually not possible. The downside is that you do not hear the communication between other aircraft and ATC. I assume that this is the reason why CPDLC is not used on the ground and at low altitudes during approach and departure where the airplanes are getting close to others. Here the verbal communication is essential for a good situational awareness of everybody. And - I fully agree - it avoided incidents or accidents in the past and will also do so in the future.
Monitoring and adjusting computer controls, occasionally glancing out the windscreen, and with one ear, listening to various radio traffic ! Flying today ! What ? No coffee ? 👍🏻
Approach phase can be activated automatically when overflying the precalculated deceleration point. It can also be activated manually by one of the pilots via the MCDU.
Thanks for watching and for your question. The range depends on the load (passengers and baggage), the wind, the flight altitude .... On the configuration (sharklets yes/no, which engines ....) On the weight version. Some A320 have different max weights than others. A good number is about 5000 to 6000 kilometers. The NEO version is even able to fly about 20 percent further because it has a lower fuel flow.
Hi ich mach es mal auf Deutsch. Könntest du mir erklären was genau die MSA für den Piloten bedeutet. Ist ja vor allem in den Alpen z.B. Interessant aber ich sehe häufig das einfach durch die MSA durchgesunken wird. Wann tritt die MSA den dann in Kraft und wann ist sie aufgehoben. Wenn man alles in Sicht hat ok aber wann noch? Danke im vorraus MfG
Die MSA ist in den An- und Abflugkarten angegeben. Normalerweise ist das jeweils der Bereich von 25 NM um den Flugplatz oder einen Wegepunkt. Der Bereich wird oft dann in einzelne Unterbereiche unterteilt. Ohne aus dem Fenster zu schauen kann man sicher im ganzen Bereich herumfliegen, solange man nicht unter die MSA sinkt., Niedriger als die MSA kann man fliegen, wenn man sich auf einer definierten Route befindet und die Minimalhöhe dafür nicht unterschreitet. Und natürlich, wenn man dem vorgegebenen An- und Abflugverfahren folgt. Darüber hinaus kann man nach Sicht tiefer fliegen. In den einzelnen Sektoren befinden sich auch Farbmarkierungen. Auf Basis dieser Markierungen kann man auch niedriger als die MSA fliegen. Das gilt insbesondere unter Radar-Vektoren..
The pilot flying decides if he or she wants to do the approach with autothrust on or off. Every pilot needs to be proficient in doing approaches with autothrust off and with autothrust on. Different pilots have different personal preferences in regard to the use of autothrust during the approach.
