Amazing video as always. Zurich is a wonderful airport in my opinion, but strange and interesting to hear that about runway 28. As a viewer, you aren't really able to see that. Keep going & thank you for sharing. Have a nice week!
Thanks for watching, for your support as a channel member and your good feedback! Runway 28 looks always somehow strange if I watch out of the cockpit window. In my opinion it looks not like a 2500 meters long runway when we start the takeoff run. I assume it is due to the downslope and the obstacles near the end of the runway. Have a great day!
Thank you so much for your financial support of the channel as a member! In Zurich, during the departure, ATC is usually providing direct to routings or shortcut radar vectors after reaching a certain altitude.
I really enjoy watching your videos, especially the valuable information you provide about various procedures. I've just passed my 1st class medical, and my next stop is flight school. Nevertheless, I already find great joy in learning from your videos. Wishing you all the best!
Nice to see another departure video, especially from an airport as interesting as Zürich. If I'm not mistaken, LSZH is categorised as a CAT. B airport, correct? And if I'm right, are there any special requirements that the flight crew has to meet (like for CAT. C airports) or is this more like a reminder, that something is out of the ordinary and extra caution is to be used? (The latter is obviously a factor in any case) Thanks a lot for your regular uploads and all the best for the new year :)
Thanks for watching, for your support of the channel as a member and for your comment! Yes, Zurich is due to the mountainous area and other factors (for example the non standard ILS to runway 28) a CAT-B airport. CAT-B requires the pilots to prepare themselves before their first flight to the airport. Usually this is done via a computer based training, a PowerPoint presentation and the respective airport charts and information publications. This needs to be redone if the pilots have not flown to the airport for 12 months. Happy New Year to you!
Your videos are getting better and better, I was impressed by the full flight video, the walkaround one etc... keep up the good work please, watching your videos is a good way to end the week.
Ich fliege oft ab Zürich und es war wirklich sehr interessant alles so mitzuerleben. Eine Frage stellt sich bei mir. Was bedeutet bei der Before Start Checkliste "Beacon" ?
Vielen Dank fürs Anschauen und das gute Feedback! Mit Beacon sind die "blinkenden Leuchtfeuer", die sich über und unter der Zelle befinden, gemeint. Bevor wir die Triebwerke starten schalten wir diese ein und signalisieren damit den Menschen außerhalb des Flugzeuges, dass das Flugzeug "in Betrieb" ist. Daraus resultiert unter anderem, dass sich niemand dem Flugzeug mehr nähern soll und auch Fahrzeuge Abstand halten müssen.
I've just discovered your channel and I must say your videos are fascinating! As a slightly nervous flyer, aviation youtube has really helped me understand so much about what pilots do and how planes work. I'm now looking forward to my next flight! You guys are amazing.
Good observation! The runway has a downslope. As long as the plane is on the ground, the altimeter shows the decreasing altitude of the runway. After the plane is airborne, the altitude is climbing again.
I think Henrick is specifically referring to the dramatic and sudden 30ft or so decrease on barometric altitude at the point of rotation, not during the takeoff roll- could it be to do with the changing angle of attack causing slightly disturbed air pressure around the static ports sensor… EDIT- watched a few more takeoff vids, eg. London one same thing happens on rotation more like -50ft from elevation before trending positive
@YangsterNo9 Yes, at rotation around @14:30 altimeter dips shortly from 1430' to 1370' before increasing again. A drop of 60' sound like a lot if that should be runway elevation change on that short distance.
@@mirrorwa Thanks for checking the altimeter at other takeoff videos! I would also assume that it has to do with the rapidly changing angle of attack and the associated airflow.
Zurich airport prescribes in the Swiss AIP at which altitude the thrust reduction and acceleration shall be done. You can see a reprint of this information in the video during our briefing. But you are right, it is similar to NADP 1. The airport monitors the compliance to the instruction.
Thanks for watching, your good feedback and your support of the channel as a member! Yes, most of the time, ATC authorizes a shortcut during this departure. Have a nice day!
Hello captain. Can you tell me whether the tablets in the cockpit (EFB) are connected to the internet via mobile radio or onboard WiFi (via satellite)? I work for Deutsche Telekom and was recently called to a very rare total outage of over 20 cell sites at and around Stuttgart Airport. I was wondering whether such a major disruption could potentially affect your flight preparations in any way. Thank you!
When we start our work, we load all the required data for the day into the IPADs via a network cable. In the plane, on the ground, we can update the data via a cellphone tower internet connection. During the flight, we get, NOTAMS, weather information ... via ACARS. This is an aviation data system. The transmitters are usually co-located with VORs or so. This works only in range of such a data transmitter. But most of the time we are in range. Long haul airplanes use in addition HF and/or SATCOM for data transmission.
Another great video, I live 20km west of LSZH, nice watching the A340 at 10k feet passing overhead! Was this a packs off takeoff? That’s not a standard SOP for you is it? What was the reason? Was quite a light aircraft and runway although its not the longest it’s still long.
Thanks for watching and for sharing your very personal feedback! Yes, it was packs off takeoff. I do not remember what the reason was. Packs off gives us a better performance or enables a higher flex temperature with the same performance. Sometimes it helps to avoid a TOGA takeoff. Greetings to Switzerland!
Thank you so much for watching and for your support of the channel as a member! The ECAM memo is displayed on the upper screen located in the middle of the cockpit between the pilots. It shows the items which have to be done for landing in blue. They change the color to green, once the electronic system has checked that they are done. When comleted, all the lines are green and nothing blue is left. We say then: Ecam memo, landing no blue. A while ago, we said landing all green, which means the same. If the electronic system would not be working, we instead would use the printed lines, which you are referring to, on the checklist to confirm that we are ready to land or if we still would have open items to do.
Thanks for watching and your support of the channel as a member! I do not remember about the packs. But in general, the performance of the airplane is better with the packs off or we can get the same performance with a higher flex temperature or sometimes packs off can even avoid a TOGA takeoff.
Thanks for watching and your good feedback! It depends on the crew-base. With Eurowings Germany, most flights are returning somehow to the homebase at the same day.
Mal wieder ein sehr schönes Video! Ich habe mal eine Frage. Ein Freund und ich fliegen sehr viel Flugsimulator und wir wollen es so realistisch wie möglich halten. Aktuell haben wir immer sobald gear up das Nose Light und RwyTurnoff Light ausgemacht. Wirklich eine genaue Operation dazu haben wir noch nicht herausgefunden. Wie ist es denn bei Eurowings? Wann wird das Taxi und RwyTurnoff Light ausgemacht / angemacht? - Zweite Frage : Winglight immer wenn man es selber benötigt, oder gibt es auch eine feste Operation (z.B. solange es dunkel ist)? Danke schon mal im voraus :)
Das mit dem Gear up, Nose lights off war früher mal so SOP. Inzwischen wird das Nose und Runway Turnoff Light nach dem Einfahren der Klappen ausgeschaltet.
schade das die maschiene kein tragflächen bild liefert , bei 230km/h wird abgehoben aber wozu die flügelfläche vergrößern dat is doch luftwiderstand ? sehr schwer zu bedienen ohne flugschulausbildung , würde ich nix ändern an den flächen einfach volllast und gucken wie sich dat anfühlt - fliegt ihr piloten das nur nach werten oder geht auch gefühl ohne auf "flaps 123xyz" zu achten ?
Wir brauchen die Klappen, damit wir langsamer fliegen können und eine kürzere Start- und Landerollstrecke haben als ohne Klappen. Was die Geschwindigkeit für das Ein- und Ausfahren der Klappen betrifft, verwenden wir ausschließlich die Angaben des Geschwindigkeitsanzeigers.
Another fascinating departure. I noticed when given the direct to MINGA, the ND populated the leg to MINGA with waypoints. Is this because you had anticipated this shortcut and input them yourself (maybe in the secondary flight plan?). I've never seen that happen before (in the sim, at least!). Thanks again, and greetings from DET VOR 117.3!
Thanks for your good feedback! As already described, you can enter Direct To or Direct To with Abeam. Then the FMGS automatically generates abeam waypoints on the basis of the old routing. This helps us for example when we want to do fuel and time checks.
I noticed at 15:15 when you put the thrust levers into the climb detent, the aircraft was in THR CLB, but it stayed in SRS rather than change to CLB. Was this due to the high nose up attitude? I previously thought THR CLB and CLB were linked together.
It's mentioned at 2:50, due to noise constraints (sometimes due to MSA), they set the thrust reduction altitude - MAN FLX > THR CLB - to 2,900ft and acceleration altitude - brings the nose down slightly - to 4,500ft. It's actually two parameters that can be set and not really 'linked together'.
Zurich airport wants us to reduce the thrust at 2900 feet MSL and to accelerate at 4500 feet MSL. Here you see the change to THR CLB in the left FMA field at 2900 feet. At 4500 you see the change of the vertical mode from SRS to CLB. Usually, at other airports, we reduce the thrust and accelerate at 1000 feet above the departure airfield. Then both happens at the same time.
Moin & erst einmal ein frohes neues. Im briefing wurde darüber gesprochen das extra Fuel für 14min mehr an Board ist. Ich frage mich dabei. Wie weit würde man damit grob geschätzt kommen in Sachen Kilometer Distanz die man zurücklegen kann?
Das hängt davon ab, in welcher Flughöhe man die 14 Minuten abfliegt. Je höher, desto schneller ist hier die Grundlage. Bei einer Flughöhe von 16.000 Fuß ergibt sich eine Eigengeschwindigkeit von etwa 350 Knoten. Dann kommt man damit etwa 160 Kilometer weit. Beim Anflug auf Düsseldorf hatten wir dann noch viel mehr extra Fuel. Fürs Rollen haben wir weniger als geplant gebraucht. Die Abkürzung im Abflug hat auch einiges gespart. Außerdem haben wir von unserer Route Reserve nichts verbraucht. Ich glaube, wir hatten mehr als eine Stunde und 20 Minuten Sprit bei der Landung in DUS im Tank.
I do not remember exactly. With packs off, we get a better performance for the takeoff. Or the performance stays the same, but we can use a higher flex temperature or we can avoid a TOGA takeoff.
Because the airplane is not able to use CLB when flying a heading. It is only able to use CLB in NAV mode. You see at about 16:05 a mode reversion to open climb after we dialed in the heading which we got from ATC. At about 16:15 you hear the triple click which indicates to us that the airplane did the mode reversion from clb to open clb.
