Відео

@@mytech6779 probably because hardly anybody I’ve ever witnessed do these is willing to give up their moving map display for the crappy CDI display instead, especially when there’s no need to… but hey, you go right on bringing up that CDI if you prefer. I sure ain’t doing it.

@@gregschuster13 Did you start celebrating the new year a little early? Your entire video is about the course deviation indicators on the primary flight display. There is no moving map display involved.

@ I think your confusion (and confusion-inducing posts) all stems from your either mis-using terminology, or not understanding that terminology in the first place. So…to help you comprehend the topic at hand, I’ll review a few basics: 1) A “CDI” that you mentioned in your first post is a specific aviation instrument. A 2 second google search will remind you of exactly what a CDI is/looks like. 2) The only way to get that CDI presentation up in an Airbus is to select it on the EFIS, in which case you lose your Moving Map 3) There are no ‘Course Deviation Indicators’ on the PFD. None. Zip, zero, nada. 4) The Airbus PFD DOES have glideslope and localizer scales, and also a glideslope index and localizer index (which are what I believe you were erroneously calling ‘course deviation indicators’ - which they’re not) Hopefully that clears up your lack of comprehension as to why what you were posting wasn’t making sense! Have a good one.

​@@gregschuster13 Maybe airbus is using funky terms, it wouldn't be the first time finding such a thing in a product manual. Especially when translations are involved. Yes, you are correct that there are some stand alone CDI instruments, both analog and digital, but that in no way precludes integrating the CDI into PFD tapes or other displays. The lateral deviation indicator and vertical deviation indicators you describe on the PFD for localizer and glideslope are collectively indicating your deviation from the desired course, thus a CDI. They are even labeled as such in the manuals and menus of other avionics and aircraft manufacturers. To get hung up on some airbus-specific bureaucratic terminology is the sort of autistic behavior we really don't need any more of in the pilot world. As aside I have some background in metrology. That is not an accurate use of the terms scale or index. An index is the set of tick marks or notches on an instrument, used as a reference to the position without calipers. A "scale" is the conversion factor of said index marks to the physical units of interest.

@@LocalConArtist because in the airlines these lazy suckers stop flying and just play tue video game. In some airlines this is unfortunately mandatory, but all other pilots have no excuse to fly raw data on a regular basis in fair weather and low traffic conditions, especially for currently purposes. He even opened the video by saying that most will just need raw data if systems have failed. That’s unfortunately the state of airline flying, but the presenter if the video at least knows very well what he is talking about 👍🏻

@@xyzaero How about, ATP approaches are alot faster than in a bug smasher?

"Because you are so degraded ..."😂 Because you have to hand fly the airplane, you have to "Fly The Damn Airplane!" Typical for any private pilot. This video leaves me with zero respect for ATP rated pilots. It seems that hours logged have become hours since they had to fly the airplane.

@@TomSherwood-z5l Flying an approach in a civilian jet is much easier than in a single engine piston. Just because you are much faster does not make it any more difficult. Your mind has to be way ahead of the game and the adding 20 to 100% of speed dies not make it more difficult, because a lit of other advantages reduce your workload a lot. MULTICREW is the most important factor.

I frequently fly raw data with a wide body aircraft. It's not the same as with a slow aircraft - it's typically twice the speed. The main issue is that your scan must be faster than with a slow aircraft because any deviation evolves at twice the speed. If you're extending the flaps, the transient aerodynamic effects must be anticipated and compensated for quite quickly and appropriately to avoid significant deviations to develop. Other than that, in still air, the aircraft is very stable. Many pilots fly raw data departured/arrivals, it depends on company policy, culture and operational environment, among other things. There's no such thing as "ATP's" as a whole - it's like saying that every people are the same without any nuance; it simply shows ignorance.

@@xyzaero nothing leads a crew to abort above V1 with a blown tire. They should definitely go flying. The real question is are they going flying with the presumption of a blown tire, instead of knowing that they actually have a failed engine? That’s why I think the “engine failure” call is more important than we may think. - because there’s history of crews thinking they blew a tire, when in fact, they lost an engine.

@@gregschuster13 Well, something must make them abort AFTER V1 with the presumtion of having a blown tire as you state it yourself at about @1:50 unless I totally misunderstood something. Aborting after V1 usually leads to disaster, but especially with a blown tire. I would always take a blown tire airborne, even 5 knots before V1 unless the runway is much longer than required, but never abort after V1 except for having no pitch control and a few other scenarios. Planes are built to fly and not to drive if you know what I mean. - Having the confusion of continuing takeoff with an engine failure, but believing it is a blown tire is a totally different and potentially even more dangerous scenario! My aviation career was not very long du to losing my medical, but In worked for 2 very professional companies and stating the nature of the “problem” during any phase of flight and especially takeoff was just normal SOPs and I can not even think of doing it in another way. Well both mentioned scenarios are very scary and it is even more scary if this apparently reflects the training standard of most commercial crews. Do you have a link to that article or can you give me the author’s and magazine’s name, so I can try to google it? Anyways thanks for the very interesting video👍🏻. One can always learn something new (even if the truth is scary). 😅

@@gregschuster13I totally agree that they have to go flying, but according to your article a lot of crews abort after V1 with the presumption of a blown tire.

You are nit picking

@ No not at all, that is ESSENTIAL! To open the video like that was for sure not meant like that, but what I said is absolutely essential and not nit picking!

Absolutely should never fly regular raw data approaches with auto thrust off! That is not what the jet is designed for and not to be encouraged. There’s very good reason it is not mentioned anywhere in any Airbus manuals. Use maximum automation at all times to maximise SA, reduce workload, assist decision making and crew coordination.

@ and end up like the AF guys who didn’t know to reduce AOA to get out of a stall 🤣 Manual and raw data flying in good weather and non busy airspace is crucial to stay current, no matter what jet you are flying. Most guys in our industry are dead once the boxes go dark … NOTHING TO ENCOURAGE !!!

While it is optional (except for the Dual FCU failure, where you always get the bird) - it is HIGHLY recommended!

Yessir!

I've flown both Boeing and Airbus...but, mostly (and currently) Airbus!

@@gregschuster13 Nice😁! Which Boeing's if I may ask?

This guy is a real pro. Great vid!

We use DIAFRIPS

I KNOW RIGHT??? WHAT IF IT IS ACTUALLY HIM?

Guess the majority of the American sounds the same haha

@@CMBelite-FR maybe, but this is very very close...

On the INIT A page AFTER the route is entered, there is a wind prompt. It's at 4Right on the INIT A page. Greg is an instructor, not a videographer, and these videos are very difficult to create without experience in filming, camera mounts, a good script so things don't get left out, and lots of editing. My guess is that this was just something he created to help his students, and not really intended for public consumption.

Oh yeah it’s not like it’s 15 year old footage or anything like that

I like it this way, the polished vids are usually trash (like cbt's😅😅)

Airlines are under no obligation to follow the Airbus FCOM and can create their own procedures as long as they're approved by the regulator. In this case the airline probably wants commonality with their Boeing fleet.

to be fair it does say "up, 1, 2, 3, 4" on the actual plane

@@jmak40gang nope, it says "0".

It’s an FOM thing for the company, all pilots use the same callouts across all fleets

@@straightpipediesel PF [FLAPS ZERO] .... PM [Speed checked, flaps zero]. Actually the FCOM is trimmed to the airline’s policy but the manufacturer says how to fly the airplane. Commonality with boeing fleet it’s just imposible, at least with airbus. The SOPs and CALLOUTS are not optional and for sure they are design according to the airbus philosophy.