I was able to improve the audio quality but have to apologize for 2 small gaps in the video. They are caused by camera issues. Also, I apologize for the partly bad quality picture of the PFD and ND display. Reason is that the brand new camera which I used to improve the quality of these pictures stopped 2 times during the recording. I was able to get a bit of a view of the PFD and ND from another camera and integrated this view in the video. Sure, the quality is not good. But I think it is better to see this than no PFD and ND for the final approach. If you are interested in more full flight videos from the cockpit, please make sure to watch all my full flight videos: ua-cam.com/play/PLa2FUXnb0gRDxTwj--G07ivQQ80pe2eG4.html
Another fantastic full flight video, thank you! What could be very interesting for potential future videos is to show the full cockpit preparation flow, from "cold and dark" to takeoff ?
Thank you very much for your financial support of the channel as a member! This helps a lot ! Thanks also for your suggestion! I fully agree, this may be a nice video. I will keep your suggestion in mind! Please stay tuned. It may take a while until I find an appropriate flight at which we could do that.
Vielen Dank für dieses tolle Video. Ich studiere selber gerade Luftfahrttechnik und es macht einfach Spaß hier Euch Piloten mit über die Schulter schauen zu dürfen. Danke!!! LG
Great video as always! Very nice manual flying from the first officer :) Also it was interesting to hear thoughts on Airbus. Can only speak as a flight simmer, but I do really like Airbus philosophy with controls.
Lovely departure, appreciated hearing you mention the Airport Fire Service having a dedicated radio channel and bringing that to the attention of the FO. It comes across that you’re prepared for every scenario. Beautiful departure, I found it funny when the channel became so quiet you had to do a radio check! 😂 it’s fascinating to hear your discussion about rostering, Airbus etc and to hear how eager the FO is to fly! As you wrote above, it is better to have the PFD & ND views than to not have them, minor technical issues with the cameras don’t detract from my enjoyment of the videos. Lovely manual approach into a very smooth landing! Bet the passengers barely felt that! 🏴🛫🌍🛬🇩🇪🧑🏼✈️
Thanks for watching and your great feedback! I would like to provide best quality content all the time. Sometimes the cameras do not work as expected and the audio or video quality is impaired. He flew the manual raw data approach like an autopilot! Have a great day!
I love your Full flight Videos and I also know how much more effort it takes to create these Videos. Thanks for your time and the beautiful Videos you‘re presenting on this channel. Always Happy Landings🤝 ( und Grüße aus Donauwörth😁)
Gentlemen, thank you for a superb approach and landing, absolutely beautiful going through the clouds. I did find it difficult at some points in hearing the conversation between yourselves owing to ATC messages, which is a pity because I do find your conversations more interesting, not a complaint just an observation 😃 Best wishes and hopefully see you again next week?
Thank you so much for your great feedback and your financial support of the channel as a member! The audio in the video is the original cockpit audio. It is always difficult to find the right interphone volume balance between the ATC radio and the cockpit communications. Currently, I try to modify the audio setup a little bit with extra microphones for both of us in the cockpit. It may provide some improvements. We will see over the time. Please stay tuned and have a nice day!
Please don't apologize for the "reduced quality of the PFD". Your videos are absolutely unmatched...! Even if there was no PFD at all, it would still outpace all other cockpit video by far!
Thank you for your great feedback and for your financial support of the channel as a member! This helps a lot to keep the channel alive. Have a nice day!
Vielen Dank für das brillantes Video von Birmingham nach Düsseldorf Flughafen ich wünsche allzeit Guten Flug war mit dem PKW auf der Insel ich kann mich nicht auf dem Linksverkehr einstellen noch mal vielen Dank ❤
Thanks! MEL is the minimum equipment list. The airplane manufacturer publishes a master minimum equipment list and the airline then publishes a minimum equipment list which may be more strict than the manufacturers version. The list contains all systems which may be inoperative or partly inoperative for a flight or for a certain time. The list also contains procedures for all flight phases which have to be followed during the flight if a system is inoperative before the flight is leaving the parking position.
@@ApproachandDepartureVideos sorry I should have been more clear. I understand what MEL is. I wanted to know what was the problem with ENG2 and it's generator or bleed.
Amazing as always. What was the technical issue that you were having? Also when you change to manual flight and select FD off, sometimes you ask for "Bird on." What is the bird and what does it mean or do?
Thanks for your support of the channel as a member! This helps a lot! There was the high pressure bleed valve number 2 deactivated by maintenance prior to the flight. This required us to follow a procedure for different phases of flight. This procedure is published by Airbus in the MEL (minimum equipment list). The bird shows the vertical and the lateral track on the PFD (primary flight display). Please check out the change from the heading / vertical speed mode to the track / flightpathangle mode in this video: ua-cam.com/video/6DCqGgdgpvg/v-deo.htmlsi=KKAYj2KhaiOq5T2q&t=3903 The bird is the small green circle with the "wings" to the right and the left and a small line in the middle.
Thanks for a good video Stefan. I noticed at some points in the flight that the yellow cross depicting the aircraft on the ND wasn’t quite following the nav (eg. The flight plan heading may have been at 13 degrees but the plane’s heading was between 12 and 13 degrees). Is this the aircraft compensating for the prevailing wind direction? Hope that makes sense!
The yellow airplane symbol shows where the airplane nose is pointing to. This is usually not the track of the airplane along the ground because there is wind. If you watch at 43:28. This shows very good the difference of the heading and the track along the ground. Heading (nose of the airplane) is here 75 degrees and track 90 degrees. This is due to the crosswind of more than 100 knots.
Thanks for your good feedback! Which videos we can see is very much dependent on my duty schedule and this is always a surprise. So I cannot promise you to see TLV soon.
Fantastic, really like the British ATC comms😂. By the way, when the NAV is engaged immediately after takeoff but the AP isn't activated yet, if the plane is supposed to make a turn per the flight plan and the pilot doesn't put in any control, will the plane still turn on its own or the AP has to be engaged first? That radio check was funny though😂
No the AP will have to be engaged for correct path to be followed automatically. However, the Flight Directors (FDs) shown on the PFD will provide guidance on the required attitude for the aircraft to fly the correct path (such as any turn on the SID in NAV mode). The pilot has to make manual control inputs to follow the FDs (without AP engaged).
Thanks for your good feedback! The question was already answered thoroughly. As long as the autopilot is off, the pilot has to make manual inputs with the sidestick to steer the airplane along the required flight path. The airplane does not turn by itself with the autopilot off.
Wir nutzen die RAD FIX INFO Funktion um wichtige Linien darzustellen. Meist nutzen wir sie für die MSA oder auch eine Verlängerung der Runway für einen Sichtanflug oder für den Abflug.
Hi Stefan, thanks for sharing another full flight video.😊 Can you explain what the issue was with the Eng 2 Bleed, requiring it to be turned off during idle?
Thanks for watching and your support as a channel member! The procedure in regard to the bleed system had to be done because maintenance had to close the high pressure bleed valve of engine 2 for this flight. The procedure is defined in the MEL, the minimum equipment list, which is provided by Airbus. Have a nice day!
Thanks! Every pilot does it a little differently. Some switch off the autopilot late in the approach. Others like to handfly for a long time or even to do a raw data approach.
captain i find you video published verywell one by one , i study many technolaly by you video , i will suppot you video forever ,,i wish can take you airplan one day
Maintenance deactivated a high pressure bleed valve before the flight. This was the reason why we had to follow a certain procedure to set up and switch the bleed system depending on the flight phase. The procedure is published in the MEL, the minimum equipment list.
Thank you very much for watching, your good feedback and your financial support or the channel as a member! Autothrust or manual thrust during the approach can be discussed for days. Every Airbus pilot has his or her own experiences and different views about it. Airbus recommends the use of autothrist during all phases of flight. Some airlines make the use of autothrust mandatory, other airlines want their pilots to fly with manual thrust when the autopilot is off. We can decide on our own what we do. Nevertheless, we have to be able to do an approach with autothrust on or with autothrust off. So it is a good idea to use both methods on a regular basis to stay current and proficient. Big advantage of autothrust is that especially during visual approaches or circling maneuvers that the pilot can concentrate on the lateral and vertical navigation and the obstacles and traffic outside wihout the need of continuous thrust changes. The autothrust will provide the needed thrust all the time. This is also true for instrument approaches. But they require less brain activity in comparison to visual or circling maneuvers. The pilots who prefer approaches without autothrust state that the autothrust is sometimes reacting a little bit slowly. This means the pilot thinks that is time to add some thrust to keep the speed, but autothrust does not react immediately. It waits a little more and then adds lots of thrust which may be even a little bit too much. Also, when the pilot lowers the nose to increase the descent rate, the airplane gets faster. If you fly with manual thrust, you can anticipate this and reduce the thrust in parallel with lowering the nose. The autothrust may need a moment. The same is true for reducing the descent rate or increaseing the climb rate. Here you can add thrust in parallel. This is just a little bit of background information. I like to fly with autothrust on and agree to the Airbus recommendation. The key is to make small and on time vertical corrections. This helps to get a very good autothrust performance.
@@ApproachandDepartureVideos Thank you so much for such a detailed answer. If Airbus implemented auto-thrust and recommends it, it's there for a reason. Given the amount of information a pilot needs to process and action countless adjustments, being able not to worry about the thrust must help a lot. Thanks again!
First of all: Thank you very much for supporting the channel as a member! This really helps to keep the channel alive! When flying to an airport and using an instrument approach, there are a few options to get to the final approach track: We follow a standard instrument arrival route (STAR) and afterwards a standard instrument approach, like an ILS approach. Another option is to follow the STAR and then a transition routing to final. Sometimes this does not require the STAR anymore. It is also possible to fly directly to a point on the ILS chart. Most of the time, we get vectors to the final approach from ATC. This enables the optimum use of the runway because ATC can lineup arrivals with the minimum required distance. Here we got vectors. So there was no transition required.
Danke für diesen tollen Film und die wieder einmal interessanten Einblicke. Mann kann 1einfach nicht genug bekommen 🙂. Danke, für zwei "sympathische Typen in ihrer fliegenden Kiste". 😉 Und wie immer eine Frage. Beim VLS Check vergleichen sie was genau? und warum packen sie manchmal 2-3 Knoten on top?
Vielen Dank fürs Anschauen, das gute Feedback und die finanzielle Unterstützung des Kanals als Mitglied! Beim VLS Check vergleichen wir die angezeigte VLS auf dem Primary Flight Display, also dem Bildschirm mit dem großen künstlichen Horizont mit der VLS, die auf der MCDU, dem kleinen Bildschirm mit Tastatur angezeigt wird. Ist die VLS auf dem Primary Flight Display höher, addieren wir die Differenz auf die Anfluggeschwindigkeit und überschreiben die errechnete Anfluggeschwindigkeit in der MCDU. Die VLS in der MCDU wird auf Basis des von uns eingegebenen Gewichts ohne Sprit plus den Tankinhalt errechnet. Die VLS auf dem PFD wird auf Basis von aerodynamischen Daten, dem Anstellwinkel der Tragflächen plus der von uns eingegebenen Lage des Schwerpunkts vom FAC Computer errechnet. Das gilt nicht für alle Airbusse der A319 bis A321 Serie. Je nach Modifikationsstatus besteht auch die Möglichkeit, dass beide VLS Anzeigen aus der gleichen Quelle kommen. Dann gibt es natürlich keinen Unterschied im Ergebnis.
@@ApproachandDepartureVideos Vielen Dank für die, wie immer Top-Erklärung meiner Frage. Ich hoffe es stört nicht allzu sehr. Weiterhin alles Gute und ein schönes Wochenende.
When flying in MSFS the Fenix A320 i wondered if its due to my "braking skills" i dont get the brake temps down anymore, after the third leg with short turnaround times its almost impossible to get it under 150°C ... im happy its no due to my "braking skills" ;)
It depends on the length of the flight legs, the weight of the airplane, the outside air temperature, the wind, the use of reverse and the length of the runways. We see usually a brake temperature below 150 degrees at takeoff. Especially when the plane is equipped with brake fans.
Thanks for watching and for sharing your good feedback! We call the forest in front of the DUS runway also „the magic“ forest. Reason is that this forest sometimes creates challenging wind variations. Even a usually uneventful headwind may be modified by the forest into some kind of rotors with up and downdrafts during the short final.
Yes, they can. I also did not expect it until I found out otherwise a few years ago when approaching Düsseldorf with a good amount of headwind for the first time.
Gute Frage! An manchen Flugtagen bringe ich mehr als 500 Gigabyte mit. Allein das Umkopieren der Daten auf eine Festplatte kostet dann schon 45 Minuten oder so. Dann muss ich mir das Rohmaterial anschauen und überlegen, ob es zur Veröffentlichung geeignet sein kónnte. Manchmal fehlt Ton oder die Qualität ist unbrauchbar. Wenn es brauchbar sein sollte, muss es ins Schnittprogramm eingelesen werden. Die Synchronisation von Bild und Ton läuft leider manchmal extrem auseinander und erfordert Korrekturen, die sehr aufwändig sind. Dann muss ich die passenden Karten und Checklisten sowie sonstige Bilder produzieren und ins Video einbauen. An langen Videos arbeite ich mehrere Tage. Allerdings nicht 8 Stunden am Tag. Kurze Videos kann ich an einem Tag fertig stellen, solange es keine technischen Probleme gibt, die zu lösen sind. Nachdem das Video im Schnittprogramm bearbeitet wurde, muss es noch gerechnet werden. Das dauert auch. Dann muss ich es mir einmal komplett anschauen und hoffentlich keine Fehler finden, die das Programm oder ich in der Nachbearbeitung gemacht haben. Ein 1,5 Stunden Video dauert leider auch 1,5 Stunden beim Anschauen. Wenn es dann passt, lade ich das Video hoch. Auch das dauert mehrere Stunden trotz 100 Mbit Leitung, da die Dateien gerne 30 GB groß sein kónnen. Dann müssen Beschreibung und Inhaltsverzeichnis geschrieben und Thumbnail erstellt werden. Das dauert alles.
Hallo Captain! Thanks a lot for the new full video! In most of your videos I noted you move throttle to idle at touchdown or a fraction of a second before. Is it your personal landing technique? Airbus and many SOPs say to retard between 30 and 10 feet. What's the advantage of retarding at touchdown? Thanks! Waiting for the new video! ✈️
Thanks for watching and your feedback! Airbus recommends to retard between 30 and 10 feet. This is not an order it is just a recommendation. For autoland, the thrust levers have to be retarded at 10 feet. This is an order. Also during all landings, thrust needs to be at idle for touchdown. Most of the time, it fits good to retard between 10 and 25 feet. But due to the energy level of the airplane, sometimes we have to keep the thrust longer to avoid a hard or short landing.
I believe forests cause thermal activity which impacts the thrust effectiveness. So when passing over the forest on approach the indicated air speed can fluctuate massively requiring additional or less thrust. If you observe the PFD you can see this happening a bit.
We call the forest in front of this runway „the magic forest“. Even with a usually uneventful headwind, it can make the approach challenging. One point is the thermal activity. Another are some kind of up and downdrafts which may be created by the forest, influencing the flight on short final. They may require a good amount of constantly changing pilot actions in regard to thrust and pitch to stay on speed and on the glidepath.
Not a Pilot myself, but didnt the FO look down on the displays way too often on final? I always thought he was suppsoed to focus only focus his view on the runway in the final moments before touchdown? Thanks for the great Video!
Thanks for watching and your comment. The FO did a perfect job. If you watch the final approach part of the video closely, you see him changing his focus between the instruments and the outside view all the time. It cannot be done better. All instrument parameters have to be checked continuously and corrections done as needed. Also, latest after reaching the decision altitude, the outside view needs to be included in the scan. There is nothing what he could have done better.
Danke fürs gute Feedback! Nein, wir sind nicht verpflichted Englisch zu sprechen. Wir dürfen auch Deutsch sprechen. Allerdings sind alle Checklisten, Callouts und Handbücher in Englisch verfasst.
Aw man, I saw "Birmingham to Dusseldorf" and as an American, I thought "How awesome there's an international flight out of Birmingham Shuttlesworth Airport in Alabama. It was a disappointment, but it made total sense, to be reminded that there's a Birmingham in England.
I was able to improve the audio quality but have to apologize for 2 small gaps in the video. They are caused by camera issues. Also, I apologize for the partly bad quality picture of the PFD and ND display. Reason is that the brand new camera which I used to improve the quality of these pictures stopped 2 times during the recording. I was able to get a bit of a view of the PFD and ND from another camera and integrated this view in the video. Sure, the quality is not good. But I think it is better to see this than no PFD and ND for the final approach.
If you are interested in more full flight videos from the cockpit, please make sure to watch all my full flight videos: ua-cam.com/play/PLa2FUXnb0gRDxTwj--G07ivQQ80pe2eG4.html
When I heard flight director off autothrust off I knew we were in for a treat! That raw data approach was flown beautifuly. Well done to that FO!
I completely agree! He did it perfectly! There was no room left for improvement!
The first officer really love his job.And having such a great Captain flying with him definitely will become a much better pilot.Thank you Captain.
Thank you so much for your kind words! Have a wonderful day!
the FO is just too much breaking stuff
I think the co pilot has to adjust the sun shade a bit more 😃
I did notice that too 😅😅 thought he going break that in a min
Very good manual approch without FD and smooth landing. Good job first officer!😉
I agree, he did a great job!
As always, the absolute best. The young guys are lucky to have such a mentor. Thanks.
Thank you very much for your kind words! Have a nice day!
Another fantastic full flight video, thank you! What could be very interesting for potential future videos is to show the full cockpit preparation flow, from "cold and dark" to takeoff ?
Thank you very much for your financial support of the channel as a member! This helps a lot ! Thanks also for your suggestion! I fully agree, this may be a nice video. I will keep your suggestion in mind! Please stay tuned. It may take a while until I find an appropriate flight at which we could do that.
@@ApproachandDepartureVideos amazing, thanks very much!
Very good final app with manual control and no bird. The take off was beautiful over M42 and Coventry. Great video! Thank you!
Thanks for watching and your good feedback!
Brilliant once again,love the longer videos and so enjoy all the technical chat pre flight,keep up the good work.
Thank you very much for your great feedback and for your important financial support of the channel as a member! Have a nice day!
Poor little window shade on the f/o side 😆
Thanks for watching!
Ευχαριστούμε!
Thank you so much for your support!!! Have a great day!
Camera angles are superb
Thanks for your helpful feedback!
So professional. Must now try the same flight in the sim.. Thank you great to watch experts at work.
Thanks 👍Have fun with your simulator!
Brilliant as always, BHX my nearest airport and where my grandad used to take me to watch the planes, I have loved them ever since.
Thanks for sharing your very personal feedback! Many greetings to Birmingham!
Morning Paul from kent another good flight again a great combination working with the first officer (team work) Paul
Paul, thanks for your great feedback! Many greetings to Kent!
So nice to see people that enjoy their work so much
Yes, we like what we do!
Awesome video as always buddy from Alan in Suffolk UK 🇬🇧 😊
@@alanshelly7068 Thanks and all my best wishes to Suffolk!
Do you fly over Suffolk sometimes
Thank you captain! As someone who dreams of becoming a pilot these videos make my day! Thank you!
I like to hear this! I hope to see you soon as a pilot in the cockpit!
Wow! What an approach! Beautiful raw data approach and a very nice landing .
I agree! He did a beautiful raw data approach and a nice landing!
Spectacular video guys, absolutely great. You're definitely one of my favourite channels on YT right now! Keep the excellent work. :)
Thanks for your good feedback! Please tell everybody about the channel! Thank you in advance for your help! Have a great day!
Great video. I’ve never seen anyone adjust their sun visor as much as your colleague on this sector 😁
Thanks for watching!
So calm and relaxing, great job captain! 👨✈
Thanks a lot for your financial support as a channel member and your great feedback! Have a wonderful day!
Another wonderful video. I love full flight.
Thanks for watching and your great feedback!
Argueably the best aviation channel out there!
Thanks for your great feedback! Please tell everybody about the channel! Thanks in advance for your help!
Vielen Dank für dieses tolle Video. Ich studiere selber gerade Luftfahrttechnik und es macht einfach Spaß hier Euch Piloten mit über die Schulter schauen zu dürfen. Danke!!! LG
Vielen Dank fürs Anschauen und das gute Feedback! Ich wünsche viel Erfolg fürs Studium!
Amazing as always! Thank you so much! Always enjoying
Many thanks to you for your financial support of the channel as a member! Have a nice day!
just amazing... very good job of both of you also the FO for this approach... Cpt your videos are the best on whole UA-cam...
Thanks a lot for your great feedback! Please tell everybody about the channel! Thanks in advance and have a wonderful day!
Great video as always! Very nice manual flying from the first officer :)
Also it was interesting to hear thoughts on Airbus. Can only speak as a flight simmer, but I do really like Airbus philosophy with controls.
Thanks for sharing your great feedback! I also like the Airbus philosophy very much! Have a nice day!
Many thanks for the upload, Captain Stefan. A very enjoyable approach.
Thanks for watching and your good feedback!
Lovely departure, appreciated hearing you mention the Airport Fire Service having a dedicated radio channel and bringing that to the attention of the FO. It comes across that you’re prepared for every scenario.
Beautiful departure, I found it funny when the channel became so quiet you had to do a radio check! 😂 it’s fascinating to hear your discussion about rostering, Airbus etc and to hear how eager the FO is to fly!
As you wrote above, it is better to have the PFD & ND views than to not have them, minor technical issues with the cameras don’t detract from my enjoyment of the videos.
Lovely manual approach into a very smooth landing! Bet the passengers barely felt that!
🏴🛫🌍🛬🇩🇪🧑🏼✈️
Thanks for watching and your great feedback! I would like to provide best quality content all the time. Sometimes the cameras do not work as expected and the audio or video quality is impaired.
He flew the manual raw data approach like an autopilot! Have a great day!
My home airport! Thank you for this
Thanks for watching! Greetings to Birmingham!
Hi Stephan
Thank you so for another fantastic demonstration so look forward to your video
👨✈️👍
Thanks for watching and for sharing your good feedback! Have a nice day!
I love your Full flight Videos and I also know how much more effort it takes to create these Videos. Thanks for your time and the beautiful Videos you‘re presenting on this channel. Always Happy Landings🤝
( und Grüße aus Donauwörth😁)
Thank you for your kind feedback! Many greetings to Donauwörth!
That was a tricky call sign! 😂 great video as always
Thanks for the great feedback! Yes, the callsign was tricky! Sometimes it is difficult, even for the ATC controllers.
Gentlemen, thank you for a superb approach and landing, absolutely beautiful going through the clouds. I did find it difficult at some points in hearing the conversation between yourselves owing to ATC messages, which is a pity because I do find your conversations more interesting, not a complaint just an observation 😃
Best wishes and hopefully see you again next week?
Thank you so much for your great feedback and your financial support of the channel as a member! The audio in the video is the original cockpit audio. It is always difficult to find the right interphone volume balance between the ATC radio and the cockpit communications. Currently, I try to modify the audio setup a little bit with extra microphones for both of us in the cockpit. It may provide some improvements. We will see over the time. Please stay tuned and have a nice day!
Epic as always, thank you so much!
Thanks for watching, your good feedback and your financial support of the channel as a member! Have a great day!
Another superb and educational video. Many thanks and well done.
Thanks for your good feedback!
Great job👍✈️Appreciate the full flight videos 👍
Thanks 👍 Have a nice day!
Another brilliant video and nice smooth landing Sir 👌
Thanks for your good feedback! I agree. He did a very nice approach and landing!
Please don't apologize for the "reduced quality of the PFD". Your videos are absolutely unmatched...! Even if there was no PFD at all, it would still outpace all other cockpit video by far!
Thank you so much for your kind words! Have a wonderful day!
Der FO hat Spaß am Fliegen. Das sieht man.
Das finde ich auch!
Very professional, as always.
Thank you for your great feedback and for your financial support of the channel as a member! This helps a lot to keep the channel alive. Have a nice day!
That sun visor was not his friend😂great video guy's 👌👍
Thanks for watching and your good feedback!
Vielen Dank für das brillantes Video von Birmingham nach Düsseldorf Flughafen ich wünsche allzeit Guten Flug war mit dem PKW auf der Insel ich kann mich nicht auf dem Linksverkehr einstellen noch mal vielen Dank ❤
Vielen Dank fürs Anschauen und das gute Feedback! Linksverkehr finde ich auch sehr gewöhnungsdürftig! Einen schönen Tag noch!
Exceptional very enjoyable
Thanks for your great feedback!
Best part of Birmingham - The airport out of there!!
Thanks for watching and for sharing your feedback!
Lovely as usual. Can you please tell us more about the MEL?
Thanks! MEL is the minimum equipment list. The airplane manufacturer publishes a master minimum equipment list and the airline then publishes a minimum equipment list which may be more strict than the manufacturers version. The list contains all systems which may be inoperative or partly inoperative for a flight or for a certain time. The list also contains procedures for all flight phases which have to be followed during the flight if a system is inoperative before the flight is leaving the parking position.
@@ApproachandDepartureVideos sorry I should have been more clear. I understand what MEL is. I wanted to know what was the problem with ENG2 and it's generator or bleed.
I do not remember exactly. The generator was working fine. I think a bleed valve had to be switched off by maintenance for this flight.
Wie immer ein Super Video. Sie sagten, dass sie bereits A320 in mehren Ländern flogen. Welche waren das ? Liebe Grüße
Vielen Dank fürs Anschauen und das gute Feedback! Ich bin für Airlines in Deutschland und den USA Airbus A320 geflogen. Einen schönen Tag noch!
After two minutes auto pilot is on, what a piece of machinery.
The autopilot may be engaged once the aircraft is in flight for more than 5 seconds so very soon.
I agree, the Airbus is a great piece or machinery! Very well designed. Good for the pilots and good for the passengers!
Litte kid and big kid. ^^ Manual approach is fun!
I agree!! I like manual approaches!
Amazing as always. What was the technical issue that you were having? Also when you change to manual flight and select FD off, sometimes you ask for "Bird on." What is the bird and what does it mean or do?
Thanks for your support of the channel as a member! This helps a lot! There was the high pressure bleed valve number 2 deactivated by maintenance prior to the flight. This required us to follow a procedure for different phases of flight. This procedure is published by Airbus in the MEL (minimum equipment list). The bird shows the vertical and the lateral track on the PFD (primary flight display). Please check out the change from the heading / vertical speed mode to the track / flightpathangle mode in this video: ua-cam.com/video/6DCqGgdgpvg/v-deo.htmlsi=KKAYj2KhaiOq5T2q&t=3903 The bird is the small green circle with the "wings" to the right and the left and a small line in the middle.
Perfect captain thank you 👍👍
Thanks for watching and your good feedback!
Thanks for a good video Stefan.
I noticed at some points in the flight that the yellow cross depicting the aircraft on the ND wasn’t quite following the nav (eg. The flight plan heading may have been at 13 degrees but the plane’s heading was between 12 and 13 degrees). Is this the aircraft compensating for the prevailing wind direction? Hope that makes sense!
The yellow airplane symbol shows where the airplane nose is pointing to. This is usually not the track of the airplane along the ground because there is wind. If you watch at 43:28. This shows very good the difference of the heading and the track along the ground. Heading (nose of the airplane) is here 75 degrees and track 90 degrees. This is due to the crosswind of more than 100 knots.
Great video!!! Thank you very much!!. Is there any chance to see TLV, LLBG in your videos? new route from DUS
Thanks for your good feedback! Which videos we can see is very much dependent on my duty schedule and this is always a surprise. So I cannot promise you to see TLV soon.
Excellent. ! Just wondering why the X-bleed / Bleed System 2 procedure ?
Thanks for watching! The high pressure bleed valve from system 2 was closed by maintenance before the flight.
Fantastic, really like the British ATC comms😂. By the way, when the NAV is engaged immediately after takeoff but the AP isn't activated yet, if the plane is supposed to make a turn per the flight plan and the pilot doesn't put in any control, will the plane still turn on its own or the AP has to be engaged first? That radio check was funny though😂
No the AP will have to be engaged for correct path to be followed automatically. However, the Flight Directors (FDs) shown on the PFD will provide guidance on the required attitude for the aircraft to fly the correct path (such as any turn on the SID in NAV mode). The pilot has to make manual control inputs to follow the FDs (without AP engaged).
@@antonioneophytou5520 oh okay, thanks👍🏻
Thanks for your good feedback! The question was already answered thoroughly. As long as the autopilot is off, the pilot has to make manual inputs with the sidestick to steer the airplane along the required flight path. The airplane does not turn by itself with the autopilot off.
Your F.O. was keen to get his hands on the controls but he made a nice job of it 👍 Is his name "Maverick"? 😉 Great approach!
I agree, he did a nice approach!
Was sind diese auf dem ND Display die striche nicht die meilenstriche sondern die anderen vielen dank :)
Wir nutzen die RAD FIX INFO Funktion um wichtige Linien darzustellen. Meist nutzen wir sie für die MSA oder auch eine Verlängerung der Runway für einen Sichtanflug oder für den Abflug.
Hi Stefan,
thanks for sharing another full flight video.😊
Can you explain what the issue was with the Eng 2 Bleed, requiring it to be turned off during idle?
Thanks for watching and your support as a channel member! The procedure in regard to the bleed system had to be done because maintenance had to close the high pressure bleed valve of engine 2 for this flight. The procedure is defined in the MEL, the minimum equipment list, which is provided by Airbus. Have a nice day!
Legally Blind and still love your videos! I'm in Paris right now. Let me know if I can catch your flight!
I wish you a nice time in Paris!
Does long flight plan should consist of only tracks or it can also be direct waypoints?
Fantastic hand flown approach. Does that happen often to disengage autopilot that "early" on an ILS approach?
Thanks! Every pilot does it a little differently. Some switch off the autopilot late in the approach. Others like to handfly for a long time or even to do a raw data approach.
captain i find you video published verywell one by one , i study many technolaly by you video , i will suppot you video forever ,,i wish can take you airplan one day
Thanks for watching and your kind words! Have a nice day!
Ottimo video Buon weekend
Thanks for watching! All the best to you!
Wonderful video as always.
Anyone catch what the taxi procedure is at 8:36 ? I've listened many times but i can't catch it...
Maintenance deactivated a high pressure bleed valve before the flight. This was the reason why we had to follow a certain procedure to set up and switch the bleed system depending on the flight phase. The procedure is published in the MEL, the minimum equipment list.
Thank you so much for taking the time to answer, it means a lot ! Blue skies to you
Smooooooth landing🎉
Thanks for watching and for sharing your good feedback! He also did a perfect raw data approach!
Another great video! Thank you. What are the advantages of manual thrust over auto-thrust? In what situations do you use manual? Thank you.
Thank you very much for watching, your good feedback and your financial support or the channel as a member!
Autothrust or manual thrust during the approach can be discussed for days. Every Airbus pilot has his or her own experiences and different views about it. Airbus recommends the use of autothrist during all phases of flight. Some airlines make the use of autothrust mandatory, other airlines want their pilots to fly with manual thrust when the autopilot is off.
We can decide on our own what we do. Nevertheless, we have to be able to do an approach with autothrust on or with autothrust off. So it is a good idea to use both methods on a regular basis to stay current and proficient.
Big advantage of autothrust is that especially during visual approaches or circling maneuvers that the pilot can concentrate on the lateral and vertical navigation and the obstacles and traffic outside wihout the need of continuous thrust changes. The autothrust will provide the needed thrust all the time.
This is also true for instrument approaches. But they require less brain activity in comparison to visual or circling maneuvers.
The pilots who prefer approaches without autothrust state that the autothrust is sometimes reacting a little bit slowly. This means the pilot thinks that is time to add some thrust to keep the speed, but autothrust does not react immediately. It waits a little more and then adds lots of thrust which may be even a little bit too much.
Also, when the pilot lowers the nose to increase the descent rate, the airplane gets faster. If you fly with manual thrust, you can anticipate this and reduce the thrust in parallel with lowering the nose. The autothrust may need a moment. The same is true for reducing the descent rate or increaseing the climb rate. Here you can add thrust in parallel.
This is just a little bit of background information. I like to fly with autothrust on and agree to the Airbus recommendation. The key is to make small and on time vertical corrections. This helps to get a very good autothrust performance.
@@ApproachandDepartureVideos Thank you so much for such a detailed answer. If Airbus implemented auto-thrust and recommends it, it's there for a reason. Given the amount of information a pilot needs to process and action countless adjustments, being able not to worry about the thrust must help a lot. Thanks again!
Hello Capt. I have only one question, about approach. Why you didn’t use transition befora final app?
Thanks for the answer! Keep it up!
First of all: Thank you very much for supporting the channel as a member! This really helps to keep the channel alive! When flying to an airport and using an instrument approach, there are a few options to get to the final approach track: We follow a standard instrument arrival route (STAR) and afterwards a standard instrument approach, like an ILS approach. Another option is to follow the STAR and then a transition routing to final. Sometimes this does not require the STAR anymore. It is also possible to fly directly to a point on the ILS chart. Most of the time, we get vectors to the final approach from ATC. This enables the optimum use of the runway because ATC can lineup arrivals with the minimum required distance. Here we got vectors. So there was no transition required.
@@ApproachandDepartureVideos Thank you Captain!
Danke für diesen tollen Film und die wieder einmal interessanten Einblicke. Mann kann 1einfach nicht genug bekommen 🙂. Danke, für zwei "sympathische Typen in ihrer fliegenden Kiste". 😉 Und wie immer eine Frage. Beim VLS Check vergleichen sie was genau? und warum packen sie manchmal 2-3 Knoten on top?
Vielen Dank fürs Anschauen, das gute Feedback und die finanzielle Unterstützung des Kanals als Mitglied! Beim VLS Check vergleichen wir die angezeigte VLS auf dem Primary Flight Display, also dem Bildschirm mit dem großen künstlichen Horizont mit der VLS, die auf der MCDU, dem kleinen Bildschirm mit Tastatur angezeigt wird. Ist die VLS auf dem Primary Flight Display höher, addieren wir die Differenz auf die Anfluggeschwindigkeit und überschreiben die errechnete Anfluggeschwindigkeit in der MCDU. Die VLS in der MCDU wird auf Basis des von uns eingegebenen Gewichts ohne Sprit plus den Tankinhalt errechnet. Die VLS auf dem PFD wird auf Basis von aerodynamischen Daten, dem Anstellwinkel der Tragflächen plus der von uns eingegebenen Lage des Schwerpunkts vom FAC Computer errechnet. Das gilt nicht für alle Airbusse der A319 bis A321 Serie. Je nach Modifikationsstatus besteht auch die Möglichkeit, dass beide VLS Anzeigen aus der gleichen Quelle kommen. Dann gibt es natürlich keinen Unterschied im Ergebnis.
@@ApproachandDepartureVideos Vielen Dank für die, wie immer Top-Erklärung meiner Frage. Ich hoffe es stört nicht allzu sehr. Weiterhin alles Gute und ein schönes Wochenende.
Great vid... how come no sidestick cam this time?
Thanks! It was somehow obstructed and did not deliver a usable image.
What was the special procedure that you did during descent?
A bleed valve was deactivated by maintenance. This required the procedure which is published in the MEL, the minimum equipment list.
@@ApproachandDepartureVideos That's interesting, thanks for sharing!
About Aircraft: 40:52, 46:14
Thanks for pointing this out!
Why is use of speed brakes limited on this arrival because of the CG?
There is an OEB from Airbus which limits the use of the speedbrakes for certain airplanes if the CG is far aft.
When flying in MSFS the Fenix A320 i wondered if its due to my "braking skills" i dont get the brake temps down anymore, after the third leg with short turnaround times its almost impossible to get it under 150°C ... im happy its no due to my "braking skills" ;)
It depends on the length of the flight legs, the weight of the airplane, the outside air temperature, the wind, the use of reverse and the length of the runways. We see usually a brake temperature below 150 degrees at takeoff. Especially when the plane is equipped with brake fans.
hope the forest will be kind to us??turbulance?as always a fantastic video from the best crew/captain. :-)
Thanks for watching and for sharing your good feedback! We call the forest in front of the DUS runway also „the magic“ forest. Reason is that this forest sometimes creates challenging wind variations. Even a usually uneventful headwind may be modified by the forest into some kind of rotors with up and downdrafts during the short final.
@@ApproachandDepartureVideos thank you so much for the answer.a magic forest .never thought trees could do that..
Yes, they can. I also did not expect it until I found out otherwise a few years ago when approaching Düsseldorf with a good amount of headwind for the first time.
Which CI you took for this flight, 5 or lower? :)
I do not remember. But I think it was higher than 5. We use variable cost indexes. They change for each flight.
Moin Stefan, wieviel GB oder TB an Daten fallen eigentlich für solche Videos an und wie lange dauert die Bearbeitung?
Gute Frage! An manchen Flugtagen bringe ich mehr als 500 Gigabyte mit. Allein das Umkopieren der Daten auf eine Festplatte kostet dann schon 45 Minuten oder so. Dann muss ich mir das Rohmaterial anschauen und überlegen, ob es zur Veröffentlichung geeignet sein kónnte.
Manchmal fehlt Ton oder die Qualität ist unbrauchbar. Wenn es brauchbar sein sollte, muss es ins Schnittprogramm eingelesen werden.
Die Synchronisation von Bild und Ton läuft leider manchmal extrem auseinander und erfordert Korrekturen, die sehr aufwändig sind.
Dann muss ich die passenden Karten und Checklisten sowie sonstige Bilder produzieren und ins Video einbauen.
An langen Videos arbeite ich mehrere Tage. Allerdings nicht 8 Stunden am Tag. Kurze Videos kann ich an einem Tag fertig stellen, solange es keine technischen Probleme gibt, die zu lösen sind.
Nachdem das Video im Schnittprogramm bearbeitet wurde, muss es noch gerechnet werden. Das dauert auch. Dann muss ich es mir einmal komplett anschauen und hoffentlich keine Fehler finden, die das Programm oder ich in der Nachbearbeitung gemacht haben. Ein 1,5 Stunden Video dauert leider auch 1,5 Stunden beim Anschauen. Wenn es dann passt, lade ich das Video hoch. Auch das dauert mehrere Stunden trotz 100 Mbit Leitung, da die Dateien gerne 30 GB groß sein kónnen. Dann müssen Beschreibung und Inhaltsverzeichnis geschrieben und Thumbnail erstellt werden. Das dauert alles.
Hallo Captain! Thanks a lot for the new full video!
In most of your videos I noted you move throttle to idle at touchdown or a fraction of a second before. Is it your personal landing technique? Airbus and many SOPs say to retard between 30 and 10 feet. What's the advantage of retarding at touchdown? Thanks!
Waiting for the new video! ✈️
Thanks for watching and your feedback! Airbus recommends to retard between 30 and 10 feet. This is not an order it is just a recommendation. For autoland, the thrust levers have to be retarded at 10 feet. This is an order. Also during all landings, thrust needs to be at idle for touchdown. Most of the time, it fits good to retard between 10 and 25 feet. But due to the energy level of the airplane, sometimes we have to keep the thrust longer to avoid a hard or short landing.
I did this route 2 years ago, maybe you were my pilot!
May be. Thanks for watching and for sharing your personal feedback!
Why would the forest not be nice? What could be the issue overflying a stretch of forest on the approach?
I believe forests cause thermal activity which impacts the thrust effectiveness. So when passing over the forest on approach the indicated air speed can fluctuate massively requiring additional or less thrust. If you observe the PFD you can see this happening a bit.
We call the forest in front of this runway „the magic forest“. Even with a usually uneventful headwind, it can make the approach challenging. One point is the thermal activity. Another are some kind of up and downdrafts which may be created by the forest, influencing the flight on short final. They may require a good amount of constantly changing pilot actions in regard to thrust and pitch to stay on speed and on the glidepath.
Seems even the controllers were struggling with your callsign this flight 😂
I agree, some callsigns are way more challenging than others. Maybe we should modify this one for future flights into something easier.
Fo: I mean we could have
CPT: 70KNOTS
70 knots is a standard callout which should not be delayed, whenever possible.
Not a Pilot myself, but didnt the FO look down on the displays way too often on final? I always thought he was suppsoed to focus only focus his view on the runway in the final moments before touchdown?
Thanks for the great Video!
Thanks for watching and your comment. The FO did a perfect job. If you watch the final approach part of the video closely, you see him changing his focus between the instruments and the outside view all the time. It cannot be done better. All instrument parameters have to be checked continuously and corrections done as needed. Also, latest after reaching the decision altitude, the outside view needs to be included in the scan.
There is nothing what he could have done better.
Stunning how the FO nailed the ILS bugs during approach. Fantastic.
Sounds sometimes, like you don´t really like the callsign "YJ" 😄 "Zungenbrecher" like we call it in Germany 🤣
I agree, some callsigns, like this one, are real Zungenbrecher.
cooles Video aber redet ihr eigentlich extra englisch damit auch andere Menschen das Video verstehen oder seid ihr verpflichtet Englisch zu sprechen?
Danke fürs gute Feedback! Nein, wir sind nicht verpflichted Englisch zu sprechen. Wir dürfen auch Deutsch sprechen. Allerdings sind alle Checklisten, Callouts und Handbücher in Englisch verfasst.
He wants to destroy the sun shade
No. Nobody wants to destroy something!
Aw man, I saw "Birmingham to Dusseldorf" and as an American, I thought "How awesome there's an international flight out of Birmingham Shuttlesworth Airport in Alabama. It was a disappointment, but it made total sense, to be reminded that there's a Birmingham in England.
Thanks for sharing your feedback! My understanding is that Birmingham in Alabama was even named after Birmingham in England. Have a nice day!