I have a question for anyone scrolling down who may know: Why do they not fully retract flaps, but instead keep them at flaps 1, with respect to the temperature being 31 degrees? I did actually get the chance to ask an A330 F.O. a few weeks ago but he answered so quickly and decisively, and I just did not understand it! and it felt rude to ask again. So any of you guys know?
When it is above 30 degrees Celsius (86 F) there can be a overheat in the bleed ducts on the wing. To prevent it from happening, the pilots keep the flaps and slats extended (CONF 1+F). Basically, the gap left between the slats and the wing keeps it ventilated.
MB Media thanks a lot man! Great explanation and very concise. Appreciate it! If I may push it and ask one more... does it have to be specifically 1+F, because she calls out just flaps 1, do you have to change the fight phase back to ‘after start’ to get a 1+F conf? I always thought retracting after landing went 4, 3, 3, 1 and the 1+F was a before takeoff logic?
@@AviationHubOfficial Well, I'm not to sure. I have only seen a A330 with 1+F a couple of times and it always has been 1+F. It may change between aircraft because I know a 737-8 would always use full flaps in these situations because well Flap 1 on a 737-8 won't do anything compared to a A330, the gap is much larger.
@@AviationHubOfficial As far as I know, 1+F is always the case upon being on the ground or retracing the flaps. If you extend them to the position 1 on the ground, the trailing edge flaps will extend as well (1+F). In the air, only the leading edge flaps (slats) extend. During retraction, 1+F is always the case...
The reason for not fully retracting the flaps is in case of an emergency they won't have too much drag to pull up to abort the landing. All they would have to do is retract the Flaps back to 0 and pull up on the yoke.
That TCAS warning really scared her. It seemed like it caught the first officer off guard. Great job to maintain composure after the warning though. Can tell she was really well trained.
While most alerts are insignificant, and the chance of air-to-air collision is infinitesimally low, practically zero, doesn't change the fact that an alert has been the last thing a pilot heard...
They came within about 1NM laterally of another aircraft that was climbing, even though it was 3,500ft below it was climbing fast enough to have their theoretical paths cross (plus the added margin). ATC would have been actively separating all this traffic so I think the pilot below was climbing at a faster rate than ATC anticipated. It's worth realizing that the TCAS on the traffic below would have been alerted too, and they would have almost certainly reduced their rate of climb on seeing it!
I had a similar near miss in a C172 climbing out of Moorabbin Airport in Australia. only up to around 1500ft and I saw a shadow pass from underneath our plane behind and to my left. Couple of seconds later a black painted plane shot out from under the windscreen to the right of us. No TCAS so we called it ourselves but man it was scary especially for a student pilot like me. Always really important to do constant visual checks but even then we couldn't see them
What was notable to me was the good CRM and ability of both pilots - and ATC - to catch each other’s errors: the incorrect vertical speed, wrong heading on final and mistaken parking spot. Teamwork is essential and showing the glitches (as well as the FO’s reaction to the TCAS) offers a realistic look at what goes on in the cockpit. I also would note that these two pilots are quite chatty, which is not necessarily a problem. Every crew is different. I do think these two are very professional and work well together.
Yeh they work really well together. Really good comms and they don’t mind correcting each other, this is great CRM and I’d feel completely confident if I was a passenger on their flight.
It often surprises me with the quick instant memory of pilots. As soon as they land they have to quickly accept and memorize exit ramp, possibly hold short at a crossway, 2-3 turn sequences to their gate, tower frequency. I would think it would be so easy to forget or miss a turn.
Watched this cpt pilot the a350, a330 and B777. Everytime his teaching judgment is second to none and the lady 1st officer is the most on the ball new start, I have ever seen. What a team in that cockpit....
@@VAHOSS those things happen but u gotta move on and focus on ur work in a split second and she did just that.Handed over te control to the captain and did her job.after all we r all human yeah.
What a great team! What really comes through for me is how relaxed and open everything is - they're both just focused on getting the job done and working together. No sign of that 'rank and command' stuff that we used to see, where people would be afraid to call anything out.
I blame ATC that allowed such a potential collision trigger TCAS. The first officer did a very great job during whole the approach and landing process.
The men and women that pilot these massive planes carrying so many people. My heart goes out to them. So much training. You have to be a genius to do this. At least very smart and alert at all times. I would be so nervous 😬 😂. God bless the good people of this Earth 🙏
made this approach a time or three: depart west over dade/broward line, over dolphin stadium, baseleg south, a couple of 45 degree cuts to the 9right localizer, over the glades, parallel to the airport expressway, with a glorious view of downtown skyline, all the way to the end of 9 right. plenty of runway, nice long airliner approach. shazaam.....
Great video though I prefer without music. I can hear music anytime on my own. The cockpit sounds and conversation are what I'm interested in. The musical interludes are kind of distracting and take me out of the moment, I find. To each their own!
When the TCAS went off warning of the other traffic it startled her so much that she nearly jumped out of her seat. And one of the flight attendants was let in to just tell the pilots cabin and galley was secured, that even distracted me and I was just watching the video not flying the airplane. Why not just use the intercom and call the cockpit to let them know everything was ready and secured for landing?
8:59 can someone clarify what the tower was instructing the pilots to do? What does tower mean when he says "hold short of your runway"? I, like the first officer, at first interpreted it as a LAHSO instruction to hold short of runway 12.
Hello！I like this video so much. If you dont mind, I would like to ask your permission to share thisvideo to the other website in China for the embarrassing reason that UA-cam is blocked fromaccessing in China. Of course, I will give sources of the original website. Thank you very much
(for the pilots) 6:11 : That's a long readback, is it not? I have difficulty remembering it all at once, but maybe it is just that much more easier if you are a pilot?
If you watch, I'm pretty sure she types a few key digits from the readback into the MCDU (which is common practice) to help with the readback. But yeah I had that one on repeat myself a few times, it's mental. You can see her use the scratchpad method at 6:42 (looks like she types 210HO170). These final approach clearances seem to be particularly massive, as there will be not just an altitude and/or speed, but a heading in which to intercept the final course, the runway/approach name and then sometimes even a tower frequency after that! For example on the A350 video on this channel a superfast Bostonian tells the pilots - "6 miles from MILTT turn right heading 010 descend and maintain 2000 until established on the localiser cleared ILS rwy 4R approach maintain 170 knots to MILLT" 😲errrrr turn lef...no right.. to where again?
@@Elucidator- Key is to pretty much disregard the unnecessary items in the clearance until you have time to get to them and reduce your readback to the absolute minimum items. The first thing you can disregard is the position report. Just double check you are the given distance from given waypoint and then you can completely forget about it. In this case you can also disregard the heading. As he has given them clearance for the approach the heading is merely an intercept heading but you as the pilot are now responsible to catch and fly the approach as published. (note how they adjust the heading for a better intercept) As for non-approach clearances: As soon as he says _turn_ you go to the hdg selector to select the heading instantly same with the altitude and speed. This also helps with your readback since you just need to read off of the dials instead of remembering the items. Use the freetext page on the mcdu / fmc for any instructions regarding future waypoints (3k until est.) or the classic way: pen and paper. And always remember: you have a second person you can ask. You shouldn't put all your trust in them being able to pay full attention but usually they remember what you couldn't (see parking position this video). And if all of this fails: ask atc. That's their job :) Finally, you already said it: practice. I'm fairly new on vatsim currently and still learning to work clearances / instructions more than 2 items but i'm getting there slowly. Physical rather than mental notes really are your friend.
I think that great people and great professional workers born from the knowledge of their mistakes. When the captain makes his point "a little bit chaotic" he knows that they've made some little mistakes. He grows up some more and she will grow as well. Great job and great landing though
They were cleared for the RNAV and tried to fly the visual. Seems like this was lost in translation. You can’t deviate from the published procedure unless cleared for the visual specifically.
Yes, TCAS will first give a Traffic Advisory (TA), which is based on extrapolated data. Meaning if both planes continue at their current heading/speed/altitude/rate of decent or climb/etc a collision is highly likely. At this point pilots are to look for the traffic and maintain visual separation, which is exactly what she did in the video. And/or make adjustment within the confines of what ATC has cleared. For example, adjust your rate of descend (descend slower or faster) in order to maintain separation, which he did in the video too, by adjusting the rate to -1000 vertical speed, while they were at -1800 when the alert was issues. A Resolution Advisory (RA) is issued once the conflict remains unresolved and a threat of collision is more imminent. Which than also require the pilots to take immediate action, dependent on the advisory issues. For example a "Descend now" or more likely in the video above "reduce descend" or even "level off", while the other plane might get something along the lines "reduce climb". Which must of course be communicated to ATC, so they know what is currently going on and what those planes in conflict are doing.
I was wondering is it possible to program the Flight Computer with a Land Program and a Takeoff Program that will automatically set the flaps and bring down the landing gear turn on the Fasten Seatbelt Sign, Switch Off the IFE and switch the IFE to the Airshow Map and play the automated arrival announcements for the designated airport or Arrival Video if available and then switch on the Front Camera for passengers to see the landing or takeoff? How do you Modify the Flight Computer to work with all systems?
@@jarratt51 Your comment made me go listen again. Incredible. I did kinda regret not using the ending after uploading. Ah well, next vid! I will force RDJ's genius on all you aviation nerds!
By the way, I play drums to some aphex on my personal channel if you're interested. Any oppurtunity to bag another view ha ua-cam.com/video/ZwppFuwYLZU/v-deo.html
@alexandergoldman. Her plane was auto alerted to unexpected traffic off her starboard side. and warned her of potential conflict. Definitely was unexpected. The captain was ultra cool and immediately went into a climb. The danger passed without incident.
I was surprised about a couple things with the TCAS alert : There was no prior ATC warning of a potential conflict and the reaction of the co-pilot. Accepting these are unusual events (I think - I hope !...), and given the lack of ATC warning, her reaction was however not what you would expect from an experienced and trained pilot. TCAS events would have been part of her simulator training so maybe this was her first live event. To be fair her training did appear to kick in and she did her bit to guide the pilot in control through the the required response procedures.
This approach looks particularly difficult. It's very busy airspace so controllers re talking fast, the Standard Terminal Arrival procedure is very strict in terms of adherence to speeds and altitudes and then a visual landing to boot, but they are so used to this sort of stuff for them that like you say, it's fun for them. But at one point in BOTH of their lives, they would have found this incredibly difficult. But I have to warn you, if you thought this vid made it look hard, then times that expectation by about 100.. sorry.!
Because otherwise you’d be flying too fast for flaps 4 but too slow for flaps 1 and in an Airbus the auto thrust won’t let you slow down too far below the next flap speed. The idea is to slow down gradually, not suddenly
If you park with flaps fully retracted the wing can become so hot that it triggers a bleed air leak warning. Essentially the computer thinks that hot bleed air from the engines is leaking. "AIR L(R) WING LEAK" caution will come up on the ECAM and that is a no-go issue, so you're grounded.
@@charliee5912 I've been working 3 years for an airline saving a lot and actually I don't need a loan, got yesterday the books to begin with the PPL but objectively it's a terrible moment for it and at least in europe salaries are not as high to expect get that money back soon.
I have a question for anyone scrolling down who may know: Why do they not fully retract flaps, but instead keep them at flaps 1, with respect to the temperature being 31 degrees? I did actually get the chance to ask an A330 F.O. a few weeks ago but he answered so quickly and decisively, and I just did not understand it! and it felt rude to ask again. So any of you guys know?
When it is above 30 degrees Celsius (86 F) there can be a overheat in the bleed ducts on the wing. To prevent it from happening, the pilots keep the flaps and slats extended (CONF 1+F).
Basically, the gap left between the slats and the wing keeps it ventilated.
MB Media thanks a lot man! Great explanation and very concise. Appreciate it!
If I may push it and ask one more... does it have to be specifically 1+F, because she calls out just flaps 1, do you have to change the fight phase back to ‘after start’ to get a 1+F conf? I always thought retracting after landing went 4, 3, 3, 1 and the 1+F was a before takeoff logic?
@@AviationHubOfficial Well, I'm not to sure. I have only seen a A330 with 1+F a couple of times and it always has been 1+F. It may change between aircraft because I know a 737-8 would always use full flaps in these situations because well Flap 1 on a 737-8 won't do anything compared to a A330, the gap is much larger.
@@AviationHubOfficial As far as I know, 1+F is always the case upon being on the ground or retracing the flaps. If you extend them to the position 1 on the ground, the trailing edge flaps will extend as well (1+F). In the air, only the leading edge flaps (slats) extend.
During retraction, 1+F is always the case...
The reason for not fully retracting the flaps is in case of an emergency they won't have too much drag to pull up to abort the landing. All they would have to do is retract the Flaps back to 0 and pull up on the yoke.
0:47 What a fright the poor lady lol
toni a 😂
es isch jetz scho guet
I saw that to dam...
Duh, if there us another plane close by, I think you might shit yourself. When that alarm comes
Scary
That TCAS warning really scared her. It seemed like it caught the first officer off guard. Great job to maintain composure after the warning though. Can tell she was really well trained.
While most alerts are insignificant, and the chance of air-to-air collision is infinitesimally low, practically zero, doesn't change the fact that an alert has been the last thing a pilot heard...
Sports Nation Why was there a TCAS warning ?
They came within about 1NM laterally of another aircraft that was climbing, even though it was 3,500ft below it was climbing fast enough to have their theoretical paths cross (plus the added margin). ATC would have been actively separating all this traffic so I think the pilot below was climbing at a faster rate than ATC anticipated. It's worth realizing that the TCAS on the traffic below would have been alerted too, and they would have almost certainly reduced their rate of climb on seeing it!
I had a similar near miss in a C172 climbing out of Moorabbin Airport in Australia. only up to around 1500ft and I saw a shadow pass from underneath our plane behind and to my left. Couple of seconds later a black painted plane shot out from under the windscreen to the right of us. No TCAS so we called it ourselves but man it was scary especially for a student pilot like me. Always really important to do constant visual checks but even then we couldn't see them
Sports Nation the cocpit shook
The captain seems like a great guy! So relaxed and focused at the same time. A great leader.
What was notable to me was the good CRM and ability of both pilots - and ATC - to catch each other’s errors: the incorrect vertical speed, wrong heading on final and mistaken parking spot. Teamwork is essential and showing the glitches (as well as the FO’s reaction to the TCAS) offers a realistic look at what goes on in the cockpit. I also would note that these two pilots are quite chatty, which is not necessarily a problem. Every crew is different. I do think these two are very professional and work well together.
Yeh they work really well together. Really good comms and they don’t mind correcting each other, this is great CRM and I’d feel completely confident if I was a passenger on their flight.
The captain is COO of Swiss Airlines since April 2020: www.swiss.com/corporate/EN/company/about-us/cv/cv-thomas-frick
It often surprises me with the quick instant memory of pilots. As soon as they land they have to quickly accept and memorize exit ramp, possibly hold short at a crossway, 2-3 turn sequences to their gate, tower frequency. I would think it would be so easy to forget or miss a turn.
Watched this cpt pilot the a350, a330 and B777. Everytime his teaching judgment is second to none and the lady 1st officer is the most on the ball new start, I have ever seen. What a team in that cockpit....
This was one of the smoothest landing ever performed. Great job!
Perfect reaction - calm and collected :) Makes you more confident to be a passenger!
You must have missed 00:47
@ZS - 10ZZ 930779 Rick Hansen SS with a potential closing speed of over 1,000 mph I think I'd jump too.
@@VAHOSS those things happen but u gotta move on and focus on ur work in a split second and she did just that.Handed over te control to the captain and did her job.after all we r all human yeah.
Wow, looks like father and daughter flying above the clouds again
What a great team! What really comes through for me is how relaxed and open everything is - they're both just focused on getting the job done and working together. No sign of that 'rank and command' stuff that we used to see, where people would be afraid to call anything out.
4:48: "I just want to say, good luck. We're all counting on you" - Leslie Neilson
wow that was chaotic approach.. amazingly handled.
I really like A330's wingtip
Fantastic video!
I blame ATC that allowed such a potential collision trigger TCAS. The first officer did a very great job during whole the approach and landing process.
TA can happen in busy traffic area. It's the RA you dont want.
The poster commented that the other aircraft was most likely climbing faster than expected
Perfect touchdown!
1:03 You can see another aircraft in the bottom right corner more to the center
Thanks. That helped me find the plane, I skipped back five times and couldn't find it till now. Thx
Cheers m8
Found 👌🏻
Traffic in sight!
I enjoy the tweak of the autopilot... Had a lot of fun with that
Great job! and furthermore, Jennifer is so cute...
The men and women that pilot these massive planes carrying so many people. My heart goes out to them. So much training. You have to be a genius to do this. At least very smart and alert at all times. I would be so nervous 😬 😂. God bless the good people of this Earth 🙏
Ein tolles Video! Vor allem die junge Dame war sehr nett und beeindruckte. Happy landings und blue skies!
What a beautiful flight..loved the clouds scenery was so un to watch
2:55 little did he know there was a camera in the cockpit
Just saw your channel yesterday, subbed and it is paying out!
Thanks man, I'm just sharing clips, no personal gain - but you'd probably love a full movie from pilotseye, maybe check them out
made this approach a time or three: depart west over dade/broward line, over dolphin stadium, baseleg south, a couple of 45 degree cuts to the 9right localizer, over the glades, parallel to the airport expressway, with a glorious view of downtown skyline, all the way to the end of 9 right. plenty of runway, nice long airliner approach. shazaam.....
Tbh, from my point of view as just an avgeek even though she got shocked by the TCAS she quickly acted quiet professional.
amazing video!!
Excellent teamwork
Thank you . . I miss flying so far ... !!!
Great video though I prefer without music. I can hear music anytime on my own. The cockpit sounds and conversation are what I'm interested in. The musical interludes are kind of distracting and take me out of the moment, I find. To each their own!
These are the most peaceful piloting crew I ever seen ,even though I and I believe everyone here loved it .Was it alarming or is just me ?
Magnifique vidéo merci 👏
Swiss 001 is Missing here :)
Beautiful approach!
Great video!🙂Thanks
When the TCAS went off warning of the other traffic it startled her so much that she nearly jumped out of her seat. And one of the flight attendants was let in to just tell the pilots cabin and galley was secured, that even distracted me and I was just watching the video not flying the airplane. Why not just use the intercom and call the cockpit to let them know everything was ready and secured for landing?
Because they were near the airspace of another aircraft.
8:59 can someone clarify what the tower was instructing the pilots to do? What does tower mean when he says "hold short of your runway"? I, like the first officer, at first interpreted it as a LAHSO instruction to hold short of runway 12.
0:47
00:46 wtf
TRAFFIC! TRAFFIC!
Lol, she realised there is another plane close by
ชอบวะ ท่านกัปตัน สุดยอด จริง ๆๆไ
@@UlrikBrun-ir7mh bro she's a pilot, wtf is that reaction
amazing video
Hello！I like this video so much. If you dont mind, I would like to ask your permission to share thisvideo to the other website in China for the embarrassing reason that UA-cam is blocked fromaccessing in China. Of course, I will give sources of the original website. Thank you very much
1:09 The captions was 133.75?
From 2:05 it gets magical.
Someday i’ll fly airbus, i believe...
(for the pilots)
6:11 : That's a long readback, is it not? I have difficulty remembering it all at once, but maybe it is just that much more easier if you are a pilot?
If you watch, I'm pretty sure she types a few key digits from the readback into the MCDU (which is common practice) to help with the readback. But yeah I had that one on repeat myself a few times, it's mental. You can see her use the scratchpad method at 6:42 (looks like she types 210HO170).
These final approach clearances seem to be particularly massive, as there will be not just an altitude and/or speed, but a heading in which to intercept the final course, the runway/approach name and then sometimes even a tower frequency after that! For example on the A350 video on this channel a superfast Bostonian tells the pilots - "6 miles from MILTT turn right heading 010 descend and maintain 2000 until established on the localiser cleared ILS rwy 4R approach maintain 170 knots to MILLT"
😲errrrr turn lef...no right.. to where again?
@@AviationHubOfficial Haha. Practice makes perfect I guess!
@@Elucidator- Key is to pretty much disregard the unnecessary items in the clearance until you have time to get to them and reduce your readback to the absolute minimum items. The first thing you can disregard is the position report. Just double check you are the given distance from given waypoint and then you can completely forget about it. In this case you can also disregard the heading. As he has given them clearance for the approach the heading is merely an intercept heading but you as the pilot are now responsible to catch and fly the approach as published. (note how they adjust the heading for a better intercept)
As for non-approach clearances: As soon as he says _turn_ you go to the hdg selector to select the heading instantly same with the altitude and speed. This also helps with your readback since you just need to read off of the dials instead of remembering the items.
Use the freetext page on the mcdu / fmc for any instructions regarding future waypoints (3k until est.) or the classic way: pen and paper.
And always remember: you have a second person you can ask. You shouldn't put all your trust in them being able to pay full attention but usually they remember what you couldn't (see parking position this video). And if all of this fails: ask atc. That's their job :)
Finally, you already said it: practice. I'm fairly new on vatsim currently and still learning to work clearances / instructions more than 2 items but i'm getting there slowly. Physical rather than mental notes really are your friend.
Cordial saludo desde Girardot Cundinamarca Colombia Sur América
Anybody else notice the smaller plane that was flying below them at 1:01 ?? Or was it just me
I think that great people and great professional workers born from the knowledge of their mistakes. When the captain makes his point "a little bit chaotic" he knows that they've made some little mistakes. He grows up some more and she will grow as well. Great job and great landing though
They were cleared for the RNAV and tried to fly the visual. Seems like this was lost in translation. You can’t deviate from the published procedure unless cleared for the visual specifically.
Swiss 64H Maintain 9 thousand... love this video... Awesome
nice camera s in the cockpit .. good job
What is the background music for? It was so intrusive that it actually stopped me watching what I'm sure would have been a very interesting video.
Really air trip and amazing view
nice clear film ..like that ..
Excellent !
beautiful
Really good team
Sehr schöne Landung. Verstehe zwar nur die Hälfte, aber super. :)
Is it normal for TCAS to not give an advisory action?
Yes, TCAS will first give a Traffic Advisory (TA), which is based on extrapolated data. Meaning if both planes continue at their current heading/speed/altitude/rate of decent or climb/etc a collision is highly likely. At this point pilots are to look for the traffic and maintain visual separation, which is exactly what she did in the video. And/or make adjustment within the confines of what ATC has cleared. For example, adjust your rate of descend (descend slower or faster) in order to maintain separation, which he did in the video too, by adjusting the rate to -1000 vertical speed, while they were at -1800 when the alert was issues.
A Resolution Advisory (RA) is issued once the conflict remains unresolved and a threat of collision is more imminent. Which than also require the pilots to take immediate action, dependent on the advisory issues. For example a "Descend now" or more likely in the video above "reduce descend" or even "level off", while the other plane might get something along the lines "reduce climb". Which must of course be communicated to ATC, so they know what is currently going on and what those planes in conflict are doing.
Thanks for that, the only videos I've seen of it previously have been RAs.
I was wondering is it possible to program the Flight Computer with a Land Program and a Takeoff Program that will automatically set the flaps and bring down the landing gear turn on the Fasten Seatbelt Sign, Switch Off the IFE and switch the IFE to the Airshow Map and play the automated arrival announcements for the designated airport or Arrival Video if available and then switch on the Front Camera for passengers to see the landing or takeoff?
How do you Modify the Flight Computer to work with all systems?
The Aphex twin made that ten times better
Honestly I never thought anybody would recognise T69... @jarratt51,
you are my viewer of the year :D
@@AviationHubOfficial thanks man, the last minute of that song is incredible
@@jarratt51 Your comment made me go listen again. Incredible. I did kinda regret not using the ending after uploading. Ah well, next vid!
I will force RDJ's genius on all you aviation nerds!
By the way, I play drums to some aphex on my personal channel if you're interested. Any oppurtunity to bag another view ha ua-cam.com/video/ZwppFuwYLZU/v-deo.html
@@AviationHubOfficial sure mate ill give it a blast
Muy bien. Buen trabajo Gracias
very nice !!!
I’ve seen this capt in some other video
Engine shutdown followed by chocolate?
So beautiful flight
You are great!
What happend at 0:47 ?
The TCAS system warned about a nearby aircraft and it got scared by the alert.
I love how robot gives no shit at 9:56
Aviation hub,
Great video, good work, thanks for sharing.
What an amazing job to have
slight low? I saw 4 reds at 100ft!
Очень красивые виды открываются с кабины пилота✨✨✨
cut the music
Where is the glasses?
0:46 ???
A lot of unnecessary conversation below 10,000 feet on approach. No wonder he flew through the final approach course. Her mistakes are dangerous.
Like what? Looked fine to me.
Why was she so alarmed @ 0:46? Well, i know it can be stressful, but thought it was a bit odd... Fantastic job regardless and great vid
@alexandergoldman. Her plane was auto alerted to unexpected traffic off her starboard side. and warned her of potential conflict. Definitely was unexpected. The captain was ultra cool and immediately went into a climb. The danger passed without incident.
@@matthewcrich5951 fantastic stuff and appreciate the reply. Both he and she seem like wonderful, competent pilots. Thanks for the information.
Oh yeah, I enjoy too AFX on flight, usually on Vatsim
Is it LX64 or LX65?
She is using both..., but it seems everybody can deal with it :)
stenya81 64
I was surprised about a couple things with the TCAS alert : There was no prior ATC warning of a potential conflict and the reaction of the co-pilot. Accepting these are unusual events (I think - I hope !...), and given the lack of ATC warning, her reaction was however not what you would expect from an experienced and trained pilot. TCAS events would have been part of her simulator training so maybe this was her first live event. To be fair her training did appear to kick in and she did her bit to guide the pilot in control through the the required response procedures.
fuck off
I have always wanted to be a pilot but I never expected it to be this hard. It seems fun though
This approach looks particularly difficult. It's very busy airspace so controllers re talking fast, the Standard Terminal Arrival procedure is very strict in terms of adherence to speeds and altitudes and then a visual landing to boot, but they are so used to this sort of stuff for them that like you say, it's fun for them. But at one point in BOTH of their lives, they would have found this incredibly difficult. But I have to warn you, if you thought this vid made it look hard, then times that expectation by about 100.. sorry.!
Same
La cara de espanto de la primer oficial es única
en la cabina, ¡esa alarma es alta!
0:47 what happened 😅😅😅😅😅
TCAS has detected aircraft traffic and the “TRAFFIC” alert frightened that co-pilot, and intentionally made her alert.
Why were they flapping 1,2,3,4 can’t they do directly do full can any one solve my question
Because otherwise you’d be flying too fast for flaps 4 but too slow for flaps 1 and in an Airbus the auto thrust won’t let you slow down too far below the next flap speed. The idea is to slow down gradually, not suddenly
Dream come true.Now im student pilot.
Zolboo Zolboo Congrats man
Did you passed?
Приветствую! Спасибо за хорошее видео! Привет из России! 👍
Cool pilots...
These guys are pros 👍 ✈
So this guy is the captain for every airplane in swiss's fleet? hahaha
Thank for this vid ;-) traffic traffic !! ;-)
0:45 she shocked
why were the flaps left at 1 because of it being 31 degrees?
If you park with flaps fully retracted the wing can become so hot that it triggers a bleed air leak warning. Essentially the computer thinks that hot bleed air from the engines is leaking. "AIR L(R) WING LEAK" caution will come up on the ECAM and that is a no-go issue, so you're grounded.
Aquela contraída no esfíncter 00:47
Once you've learned a little German (hoch Deutsch), spoken Swiss German is like a separate language.
judd1157 thought it was Dutch at first lol
Sorry, why they turn off the flight director in the approach?
because they are landing visual
so you keep the flaps when ist's hot?
If only I could afford to become a pilot, I would defintely apply for the course
just take a loan
@@charliee5912 probably the worst moment ever to do it 😅
@@elvagabundo1760 work 2 years , save money & then take the loan, you will easily pay it off when you’re working as a pilot
@@charliee5912 I've been working 3 years for an airline saving a lot and actually I don't need a loan, got yesterday the books to begin with the PPL but objectively it's a terrible moment for it and at least in europe salaries are not as high to expect get that money back soon.
@@elvagabundo1760 yeah , im studying to become an aerospace engineer so i will work as an engineer for 1-2 years
9:56 now there's no need for that!
silver lining in the clouds . . . . . . . ...