Excellent as always; what always impresses me is how yourself and the First Officer continually discuss every decision no matter how small before it is acted upon, giving you both the opportunity to voice your thoughts. This is superb teamwork. Thank you again Sir and all the best.
There is no doubt these guys are professional and these videos are great, but I think sometimes there is too much talking, confirming, re-briefing when nothing has changed. It can have a negative affect especially during a busy departure when the PF is manually flying the departure.
I disagree! The general philosophy is that we do not talk below 10000 feet unless it is operational needed. Some things have to be confirmed before and during we execute them. Other things have to be closely monitored. In this departure, we got a shortcut clearance direct to a certain waypoint. This was not in accordance to the standard routing. The pilot monitoring had to check that this is ok in regard to the obstacle clearance and an information had to be given to the pilot flying. Due to the rising terrain, a continuous monitoring was required to make sure that the altitude was always ok in regard to the obstacles. The pilot monitoring has to share his information with the pilot flying. Especially if the pilot flying is flying manually this is very important. Here, we got even the final ATC clearance during taxiing and not before leaving the parking position. Also, we prepared a takeoff from both runways and calculated several different options in regard to the runway and flap settings. This is not visible in the video. When on the way to the runway it is more than important to reconfirm that we did everything in accordance to the clearance and nothing changed. There is no negative effect for doing a good CRM and for keeping the other crew member(s) always informed. The opposite is true. Good communication enhances flight safety and avoids unneeded incidents.
@@jackwoods3664 Nothing worse than pilots that don't communicate. In case of crash investigations it is always helpfull when they can listen to what the pilots said.
Really great video ! The beautiful takoff landscape and turn + the quick climbing to avoid these CB and traffic at the end ! I love it, thanks to share that with us !
Thanks for lesson captain bad weather doesn't jock with airplanes I got 2 questions captain 1 - during your career have you ever asked for deviation from Weather and your request was denied e.g due to traffica dangerous area or obstacle ? If yes in terms of percentage how often do you expect that to happen and what will be your course of action ? 2- if encounter squall line lets say the whole area ahead is bad weather what will be your action ? and i hope if you could upload another video to explain this scenario
Thanks for watching and your questions! Usually, weather deviation requests are approved or ATC suggests other options. One time, we had a request for a weather deviation, but it was not approved because we would have flown in a military no fly zone. ATC would only have granted the request if we would have declared an emergency. We did not do that because we were able to turn a little more than 90 degrees away from our original routing. I had the other scenario once in the US. There was a big wall of thunderstorms in our way. Little deviations to the right or left were impossible. Finally, we decided to turn 90 degree away from our planned track, fly with some distance parallel to the weather and turn back to the destination when clear of the weather. This deviation extended our Airbus flight by about 30 minutes.
@ApproachandDepartureVideos thank you so much captain for your explanation I really appreciate your help that was very important to me 👍👍 Regarding first scenario where your request got rejected due to military airspace since you had to turn more than 90 deg then the wx must have been between 9 and 1 clock of your position or 11 and 3 clock "based on the position of military airspace" is my guessing correct ? , furthermore this still a possibility that ATC either reject or fail to respond for the approval of deviation as happened with MH 370 flight crew flown straight into thunderstorm The second scenario you made interesting decision 30 min is about 200 NAM quite a distance glad to hear this story
Tolles Video-vielen Dank! Spannend mit dem weather avoidance Interessant, dass die IFR Clearance während des Taxi gegeben wurde-ist das so üblich in Split oder war das eine Ausnahme? Und direkt noch eine Frage ;) : warum nutzt Split bei dem Wind die 05? Vielen Dank!
Danke fürs gute Feedback! Die Fragen könnte am besten ein Lotse aus Split beantworten. Welche Runway in Betrieb ist, wird vom Tower festgelegt. Die Landebahn 05 hat ein Instrumentenlandesystem. Zur Landebahn 23 gibt es nur Nichtpräzisions-Anflüge mit einem anschließenden Anflug nach Sicht. Ich vermute, dass insbesondere bei Nacht die Runway 05 wegen des unkomplizierten Anfluges auch bei leichtem Rückenwind bevorzugt wird. ATC hatte uns vorher schon gesagt, welche Abflugroute wir erwarten können. Die Bestätigung mit dem Transpondercode kam dann beim Rollen. Ob das in Split normal ist, kann ich nicht sagen. Allerdings gibt es etliche Flughäfen, wo das immer mal wieder so gehandhabt wird. Das hat damit zutun, dass der Tower die endgültige Bestätigung auch erst zu diesem Zeitpunkt vorliegen hat.
Here we got a takeoff slot. This is a 15 minute time frame in which we have to be in the air. If the slot is later than our normal takeoff time, we try to be at or near the runway at the beginning of the slot time. If the slot time is very tight, we try to be at the runway not later than shortly before the end of the slot. Together with the slot, Eurocontrol publishes an expected taxi time. Sometimes this published taxi time does not fit to our flight because the taxi time does not take into account where exactly we are located at the airport and how much additional traffic is arriving and leaving. So we usually talk to ATC and ask them what would be the best time to start the engines to be on time at the runway. At some airports and parking positions it takes just 3 or 4 minutes until we are in the air. At London Heathrow (LHR) airport, it sometimes takes half an hour or longer. ua-cam.com/video/eJGAgZc1w5A/v-deo.html
Great to see this extended video to include those great cloud formations and your careful avoidance of the encroaching weather. Fascinating as always! Blessings to you both.
competent and safe piloting - so professional i’m really impressed. The communication in the flight deck is really precise and clear. It’s a blast to watch your videos. Thank you!
Hi Stefan, Great video as always! I’ve always wondered does the Captain have to taxi to the runway or can the First Officer taxi to the runway and do the TakeOff?
Thanks for your good feedback! Per company SOP, the captain is always taxiing the airplane, even if she or he is pilot monitoring for the flight. When in the takeoff position, the first officer takes over the controls if he or she is pilot flying.
Thanks for watching and your continuous support of my channel! During summer temperatures, we prefer packs on takeoffs for passenger comfort. Have a nice weekend!.
No, the cameras are still the same. Bright sunshine is sometimes difficult to handle for the cameras due to all the reflections and very different and rapidly changing light situations. Dusk or Dawn makes it less complicated for them.
It depends on my schedule. And the schedule is always a surprise. May main destinations in summer are: Samos, Funchal, Salzburg and Dusseldorf. I hope to be scheduled to London again soon! Have a nice day!
I love you video’s! I have a question, How to get 287kts as managed climb speed with CI10? I see it a lot on (fr24 indicated airspeed). I’m flying Fenix A320 in MSFS, I never get such a low climb speed its almost climbing speed of 305kts. How can I do this in the A320 in the sim? 😅
Thanks for watching and your feedback! The FMGC computes the managed speeds based on: Cost Index, Gross weight, Cruise Level, Wind and temperature and the performance factor of the airplane. Usually, a lower cost index would give you lower speeds. If you want to climb with 287 knots, I suggest that you select 287 knots and pull the speed selector for a selected climb speed.
Btw whats the reason behind telling the ground staff about slot delay , i thought this to be reported to comp ops and may be for ATC, i am not practically very familiar with slot delay procedures I hope i ain't asking so much 😅
The ground staff and the cockpit crew have to agree about the reason for the delay. This is reported from the ground staff to the company. We get a copy of this message on the flight deck and can dispute it, if we do not agree.
24:01 I am so proud to be part of your video even for few seconds. I am an air traffic controller from Zagreb ACC on freq 132.125. Looking forward to your future flights across Zagreb FIR
Thank you very much for providing great service and a safe operating environment for us at Zagreb ACC! I hope to talk to you soon again! Have a nice day!
Darf ich eine ganz nerdige Frage stellen? Welche Parameter müssen bei Ihrem sequenziellen Engine Start erfüllt sein bei der zuerst gestarteten Turbine, damit man die andere Turbine (hier bei Ihnen Engine Nr1) starten kann? @@ApproachandDepartureVideos
Good morning I really enjoy your videos , this is my first time writing something to you , i fly the A320 and in the fcom sop , systems related procedures ,fms ,takeoff It says at 100fat ENGAGE AP1 OR AP2 , It sounds like a command , in my opinion ,the first officer should have done it , for a few reasons , terrain the is FIRST reason . Best regards
The Airbus procedures are not different from other airplanes in regard to autopilot usage: The pilot flying decides when he or she wants to switch it on. It has to be on (by aviation regulation) if you are flying in RVSM airspace (above 29000 feet). The Airbus FCOM says that above 100 feet AGL, autopilot 1 ore 2 MAY be engaged. This reflects the airplane / autopilot limitation. Also it should not be switched on earlier than 5 seconds after takeoff. Any airline can make own more restrictive rules and require the pilots to use autopilots during the departure or approach. Before implementing or modifying any rule, the airlines do operational risk assessments to find out what is the best and safest solution. In my opinion there was no important reason here to switch on the autopilot early. Even with terrain, there is no benefit from flying with the autopilot. There was no real close terrain. But if it would have been there, without the autopilot you can react even faster to avoid something as with autopilot on. But the good thing is: If we would fly together and you would be the pilot flying and you want to switch on the autopilot early because you think it is better, you can do it. Because the pilot flying decides whatever he or she likes more.
Really loved this one (as always)! Thank you for your time and effort you put in these videos, we really appreciate them. Please keep up the good work! Cheers 😊
Also das war mit das beste departure Video bis jetzt! Zum einen natürlich aufgrund des interessanten Abflugs in Split und der Abendatmosphäre, aber am spannensten fand ich tatsälich den Part wo es um die weather avoidance und den schnellen climb nach Kreuzung des Traffics ging. Der Blick auf die Wolken war auch sehr schön.
Vielen lieben Dank fürs Anschauen und das ausführliche Feedback! Das hilft sehr! Denn für mich es es sehr wichtig, zu wissen, was genau den Zuschauern an einem Video gut gefällt und was besser sein könnte.
Your videos are the best! Are you trained for Innsbruck? I would love a departure or arrival from/to Innsbruck 🥹🥹 The eurowings flights I do see are not to/from Germany, so we might be out of luck. Appreciate your videos as always, this one is definitely one of the best! ❤
Thank you for the very kind words! Please tell everybody about my channel! I am currently not trained for Innsbruck. My special airports are Salzburg, Samos and Funchal. If it would happen sometime in the future that I would get Innsbruck training, I for sure would produce a video.
Good question! A restricted climb takes all altitude constraints from the departure chart/routing into account. An unrestricted climb does not do that. In the unrestricted case we climb with climb power and speed to the cleared altitude.
A really stunning departure, looks to be a lovely place. I really appreciated the little extra run time, getting to see and hear all the discussion after departure, avoiding weather and traffic etc. Thanks for another great video!
What happens if clearance this late (runway holding point) happens to involve a flight plan change compared to expectation and prior briefing? Can you risk being repositioned to make way for possible other already cleared and ready aircrafts behind? And in what scenarios do you leave the gate without departure clearance done? Is it if planned slot time is under risk of expiring, or?
Here, we already got an Informationen about the expected departure routing at the parking position. We were prepared for a change to the other runway. The data for that had been entered in the secondary flightplan. If we would have to do an unprepared change, we would hold the position, enter and crosscheck the data and update the briefing. This takes not that long. Maybe 2 or 3 minutes. After all this, we would do the lineup.
Thank you Stefan for this beautiful departure out of a beautiful airport!! Looked like a very nice crew and a cool climbout through the clouds there. Greetings from Brussels once again!
Thanks for watching and your good feedback! I use "expedite climb" often. It is very helpful when we have to climb as much possible over a short distance. Alternatively, you can just dial in the "green dot" speed as a selected speed for the same result. "Expedite descent" is usually not used at all. Some airplanes do not have the "expedite" function installed.
Another great video - I particularly liked the fact that there was some weather and other traffic to deal with, mixed things up nicely! BTW, I think you need to have a word with the Co-pilot - I noticed he was wearing a Boeing lanyard!
Thanks for your good feedback! This was the best solution here because we wanted to climb with a high rate above the weather after we were clear of the traffic.
Great video as usual. Rather rare location to see. Great coordinated job for avoid weather and terrain! A quick question: when you were cleared to FL200, the altitude was set but the display remained 5000 in magenta. Can you explain to me why? Thanks in advance and keep uploading these wonderful videos.
Thanks for watching and your good feedback! The target altitude display in the PFD showed 5500 feet in magenta because at waypoint SP800 the maximum altitude in accordance to the departure procedure is 5500 feet. You see the change from the blue 5000 to the magenta 5500 in the moment as we dialed in the cleared FL200 in the FCU. In a managed climb, the altitude constraints are taken into account. After we got the clearance to FL200, I asked ATC if we may continue the climb unrestricted. She agreed and then I pulled the altitude knob on the FCU for an open climb. The result was that the magenta 5500 on the PFD changed to a blue 20000 at 11:45
Tolles Video immer wieder, ich finde das toll dass es sowas gibt und ihr euch soviel Muehe gibt so toll das rüberzubringen.bravo,keep up the good work,kleiner vorschlag,vielleicht ist es ja irgendwie moeglich das unit FMGC mit einzublenden oder ist das eher nicht moeglich wegen company policy ,vielelcht zuviel sensible daten vermutlich !
Vielen Dank fürs Anschauen und das sehr gute Feedback! Das FMGC beinhaltet als sichtbare Elemente die MCDU.: Das ist der Bildschirm mit den vielen Tasten, den wir 2 Mal im Cockpit haben. Dort geben wir die Route und alle anderen Daten des Fluges ein. Außerdem gehört die FCU dazu: Diese beinhaltet die Knöpfe, mit denen wir die Höhen, die Geschwindigkeit u.s.w. einstellen. Die jeweiligen Eingaben der FCU sind im FMA und auf den PFD-Skalen zu sehen. Das FMA ist der obere Teil des PFD, also des künstlichen Horizontes. Direct-to Eingaben sind im ND, dem Navigation Display, also unserer elektronischen Karte zu sehen. Durch Restriktionen, was die Kamera-Positionen betrifft, kann ich nicht den ganzen An- und Abflug über die MCDU zeigen. Das beschränkt sich momentan - wenn überhaupt möglich - auf ein paar statische Schnappschüsse. Hier im Video ist allerdings jede einzelne von uns ausgefüllte Seite der MCDU vor dem Abflug zu sehen.
Another great video capt , Extra fuel was 0.2 and time was 0006 ! Didnt get that!! It couldn’t be 6 seconds right? Plus FO Didnt mention eng mod selc on the taxi check list , which is normal as a small human mistake, waiting for more vids 😚
The plane needs about 40 kilograms of fuel per minute. If you multiply 6 minutes by +/- 40 kilograms, the result is about 200 kilograms. As you see after takeoff, the real extra fuel was more.
Hey so thankful for making such complicated operations available for viewing! Vielen Dank. Funny thing is I always loved watching flying videos and now it appears my partner is fixated on an English Pilot who she has never met but all it took her is chatting to a Pilot and I am down like an aircraft minus fuel LOLLZZZ That's life but it won't stop me loving flying videos and appreciating pilots.
Excellent as always; what always impresses me is how yourself and the First Officer continually discuss every decision no matter how small before it is acted upon, giving you both the opportunity to voice your thoughts. This is superb teamwork.
Thank you again Sir and all the best.
Thank you very much for your support of my channel and your great feedback! All the best to you!
There is no doubt these guys are professional and these videos are great, but I think sometimes there is too much talking, confirming, re-briefing when nothing has changed. It can have a negative affect especially during a busy departure when the PF is manually flying the departure.
I disagree! The general philosophy is that we do not talk below 10000 feet unless it is operational needed. Some things have to be confirmed before and during we execute them. Other things have to be closely monitored. In this departure, we got a shortcut clearance direct to a certain waypoint. This was not in accordance to the standard routing. The pilot monitoring had to check that this is ok in regard to the obstacle clearance and an information had to be given to the pilot flying. Due to the rising terrain, a continuous monitoring was required to make sure that the altitude was always ok in regard to the obstacles. The pilot monitoring has to share his information with the pilot flying. Especially if the pilot flying is flying manually this is very important.
Here, we got even the final ATC clearance during taxiing and not before leaving the parking position. Also, we prepared a takeoff from both runways and calculated several different options in regard to the runway and flap settings. This is not visible in the video. When on the way to the runway it is more than important to reconfirm that we did everything in accordance to the clearance and nothing changed.
There is no negative effect for doing a good CRM and for keeping the other crew member(s) always informed. The opposite is true. Good communication enhances flight safety and avoids unneeded incidents.
@@jackwoods3664 Yes, too much talking, in case of trouble, hell for those listening cockpit voice recorder.
@@jackwoods3664 Nothing worse than pilots that don't communicate. In case of crash investigations it is always helpfull when they can listen to what the pilots said.
Καλώς ορίσατε στην γειτονική μας χώρα , απολαύσαμε ένα ακόμη υπέροχο video , χαιρετισμούς από την πληγείσα από πλημμύρες Ελλάδα !!
Thanks for watching and your friendly words! Many greetings to Greece!
What a stunning departure. Amazing to see such team work between you both. Loved the addition of the traffic avoidance. Have a good week Captain
Thanks a lot for watching and your great feedback! Have a nice day!
Really great video !
The beautiful takoff landscape and turn + the quick climbing to avoid these CB and traffic at the end !
I love it, thanks to share that with us !
It's great to hear that you like the video! Thanks for watching and for sharing your feedback!
Stunning departure, stunning video! I loved it so much! Thanks!
Thanks a lot for your kind feedback!
It looked a lovely day for flying.
It was a lovely day, but with some weather during the departure / climb!
@@ApproachandDepartureVideos - yes, I saw it on the frontal shots and nav display's weather scans. Thanks for having me (virtually) aboard 👍
22:40 that is indeed a very cool view of the traffic passing opposite directly in front of the sunset
I love flying during sunrise or sunset. It always provides some beautiful views. Have a nice day!
best office in the world...
I agree!!!
Das war Fun, top!
Danke fürs Anschauen und das gute Feedback!
Thanks for lesson captain bad weather doesn't jock with airplanes
I got 2 questions captain
1 - during your career have you ever asked for deviation from Weather and your request was denied e.g due to traffica dangerous area or obstacle ? If yes in terms of percentage how often do you expect that to happen and what will be your course of action ?
2- if encounter squall line lets say the whole area ahead is bad weather what will be your action ? and i hope if you could upload another video to explain this scenario
Thanks for watching and your questions! Usually, weather deviation requests are approved or ATC suggests other options. One time, we had a request for a weather deviation, but it was not approved because we would have flown in a military no fly zone. ATC would only have granted the request if we would have declared an emergency. We did not do that because we were able to turn a little more than 90 degrees away from our original routing.
I had the other scenario once in the US. There was a big wall of thunderstorms in our way. Little deviations to the right or left were impossible. Finally, we decided to turn 90 degree away from our planned track, fly with some distance parallel to the weather and turn back to the destination when clear of the weather. This deviation extended our Airbus flight by about 30 minutes.
@ApproachandDepartureVideos thank you so much captain for your explanation I really appreciate your help that was very important to me 👍👍
Regarding first scenario where your request got rejected due to military airspace since you had to turn more than 90 deg then the wx must have been between 9 and 1 clock of your position or 11 and 3 clock "based on the position of military airspace" is my guessing correct ? , furthermore this still a possibility that ATC either reject or fail to respond for the approval of deviation as happened with MH 370 flight crew flown straight into thunderstorm
The second scenario you made interesting decision 30 min is about 200 NAM quite a distance glad to hear this story
Tolles Video-vielen Dank! Spannend mit dem weather avoidance
Interessant, dass die IFR Clearance während des Taxi gegeben wurde-ist das so üblich in Split oder war das eine Ausnahme?
Und direkt noch eine Frage ;) : warum nutzt Split bei dem Wind die 05? Vielen Dank!
Danke fürs gute Feedback! Die Fragen könnte am besten ein Lotse aus Split beantworten. Welche Runway in Betrieb ist, wird vom Tower festgelegt. Die Landebahn 05 hat ein Instrumentenlandesystem. Zur Landebahn 23 gibt es nur Nichtpräzisions-Anflüge mit einem anschließenden Anflug nach Sicht. Ich vermute, dass insbesondere bei Nacht die Runway 05 wegen des unkomplizierten Anfluges auch bei leichtem Rückenwind bevorzugt wird. ATC hatte uns vorher schon gesagt, welche Abflugroute wir erwarten können. Die Bestätigung mit dem Transpondercode kam dann beim Rollen. Ob das in Split normal ist, kann ich nicht sagen. Allerdings gibt es etliche Flughäfen, wo das immer mal wieder so gehandhabt wird. Das hat damit zutun, dass der Tower die endgültige Bestätigung auch erst zu diesem Zeitpunkt vorliegen hat.
@@ApproachandDepartureVideos vielen Dank für die ausführliche Erklärung! VG
Nice Vid!
you know the delay or the planned Take-off/off block time and how much time you can get in again at flights like this?
Here we got a takeoff slot. This is a 15 minute time frame in which we have to be in the air. If the slot is later than our normal takeoff time, we try to be at or near the runway at the beginning of the slot time. If the slot time is very tight, we try to be at the runway not later than shortly before the end of the slot. Together with the slot, Eurocontrol publishes an expected taxi time. Sometimes this published taxi time does not fit to our flight because the taxi time does not take into account where exactly we are located at the airport and how much additional traffic is arriving and leaving. So we usually talk to ATC and ask them what would be the best time to start the engines to be on time at the runway. At some airports and parking positions it takes just 3 or 4 minutes until we are in the air. At London Heathrow (LHR) airport, it sometimes takes half an hour or longer. ua-cam.com/video/eJGAgZc1w5A/v-deo.html
Great to see this extended video to include those great cloud formations and your careful avoidance of the encroaching weather. Fascinating as always! Blessings to you both.
competent and safe piloting - so professional i’m really impressed. The communication in the flight deck is really precise and clear. It’s a blast to watch your videos. Thank you!
Thanks for the great feedback! Have a nice day!
Thank you for making these videos. I take great pleasure in viewing them. 🙏
Thank you so much for watching and for your good feedback!
Quite an interesting departure with terrain, weather & traffic to consider - nicely done! 😊
Thanks for watching and your good feedback! And thank you very much for supporting the channel as a member! Have a nice day!
As always, fantastic CRM in your cockpit 👍👍And nice handflying !!
very interesting video!! thanks for sharing it with us. Have a wonderful flights captain! Regards from BCN(LEBL)
Thanks for your good feedback! Best wishes to Barcelona.
A double espresso from Italy
Thank you very much! Greetings to Italy!
Hi Stefan,
Great video as always! I’ve always wondered does the Captain have to taxi to the runway or can the First Officer taxi to the runway and do the TakeOff?
Thanks for your good feedback! Per company SOP, the captain is always taxiing the airplane, even if she or he is pilot monitoring for the flight. When in the takeoff position, the first officer takes over the controls if he or she is pilot flying.
Ok, thanks for that Stefan.
Dear Stefan, that is a nice and complex departure procedure, thanks for sharing it with us! One simple question, why it is a PACKS ON take-off?
Thanks for watching and your continuous support of my channel! During summer temperatures, we prefer packs on takeoffs for passenger comfort. Have a nice weekend!.
My mother was born in split.been there a few time since in the 70s.
I only know the airport and have seen the area from above. It looks very nice. It must be a wonderful area!
Have you upgraded your cameras? This video looks sooo crystal clean
No, the cameras are still the same. Bright sunshine is sometimes difficult to handle for the cameras due to all the reflections and very different and rapidly changing light situations. Dusk or Dawn makes it less complicated for them.
Very nice. Request more Heathrow please
It depends on my schedule. And the schedule is always a surprise. May main destinations in summer are: Samos, Funchal, Salzburg and Dusseldorf. I hope to be scheduled to London again soon! Have a nice day!
I love you video’s! I have a question, How to get 287kts as managed climb speed with CI10? I see it a lot on (fr24 indicated airspeed). I’m flying Fenix A320 in MSFS, I never get such a low climb speed its almost climbing speed of 305kts. How can I do this in the A320 in the sim? 😅
Thanks for watching and your feedback! The FMGC computes the managed speeds based on: Cost Index, Gross weight, Cruise Level, Wind and temperature and the performance factor of the airplane. Usually, a lower cost index would give you lower speeds. If you want to climb with 287 knots, I suggest that you select 287 knots and pull the speed selector for a selected climb speed.
thanks for the Explanation i’am going to investigate this in the sim. Keep up the good work I love your videos ☺️
Btw whats the reason behind telling the ground staff about slot delay , i thought this to be reported to comp ops and may be for ATC, i am not practically very familiar with slot delay procedures
I hope i ain't asking so much 😅
The ground staff and the cockpit crew have to agree about the reason for the delay. This is reported from the ground staff to the company. We get a copy of this message on the flight deck and can dispute it, if we do not agree.
@@ApproachandDepartureVideos understood thanks
Thanks for a great video!
Thanks for watching and your good feedback! Have a nice day!
24:01 I am so proud to be part of your video even for few seconds. I am an air traffic controller from Zagreb ACC on freq 132.125. Looking forward to your future flights across Zagreb FIR
Thank you very much for providing great service and a safe operating environment for us at Zagreb ACC! I hope to talk to you soon again! Have a nice day!
Perfekt, bin gestern EDDL-LDSP nachgeflogen. Dann geht es heute zurück. Schönes Wochenende ;)
Das ist ja super! Dann wünsche ich auch einen guten Flug und ein schönes Wochenende!
@@ApproachandDepartureVideos 🥰
Darf ich eine ganz nerdige Frage stellen? Welche Parameter müssen bei Ihrem sequenziellen Engine Start erfüllt sein bei der zuerst gestarteten Turbine, damit man die andere Turbine (hier bei Ihnen Engine Nr1) starten kann? @@ApproachandDepartureVideos
@@supergrobi1061 Generell gilt, sobald das Startvalve des ersten Triebwerks zu ist, kann man das nächste starten.
Danke schön und vielen, lieben Dank. Beste Grüße @@ApproachandDepartureVideos
Thanks for more great content and it was good to see the Perf page on MCDU. Was it flaps 3 for a low speed climb out? 👍👍
Flaps 3 was the optimum flap setting for this takeoff. One reason were the obstacles in the departure sector.
@@ApproachandDepartureVideos Thanks for feedback. Did you go straight from flaps 3 to flaps 1.
Yes, we go from flaps 3 directly to flaps 1 during the acceleration after a flaps 3 takeoff.
such a smooth departure ......❤❤❤ ...always support you.....salute captain sir👨🏻✈️✈️🇮🇳
Thank you! Have a great day!
Good morning
I really enjoy your videos , this is my first time writing something to you , i fly the A320 and in the fcom sop , systems related procedures ,fms ,takeoff
It says at 100fat
ENGAGE AP1 OR AP2 ,
It sounds like a command , in my opinion ,the first officer should have done it , for a few reasons , terrain the is FIRST reason .
Best regards
Feet
I think it is depending on airline SOP, some may fly the SID manually with FDs on
The Airbus procedures are not different from other airplanes in regard to autopilot usage: The pilot flying decides when he or she wants to switch it on. It has to be on (by aviation regulation) if you are flying in RVSM airspace (above 29000 feet). The Airbus FCOM says that above 100 feet AGL, autopilot 1 ore 2 MAY be engaged. This reflects the airplane / autopilot limitation. Also it should not be switched on earlier than 5 seconds after takeoff.
Any airline can make own more restrictive rules and require the pilots to use autopilots during the departure or approach. Before implementing or modifying any rule, the airlines do operational risk assessments to find out what is the best and safest solution.
In my opinion there was no important reason here to switch on the autopilot early. Even with terrain, there is no benefit from flying with the autopilot. There was no real close terrain. But if it would have been there, without the autopilot you can react even faster to avoid something as with autopilot on.
But the good thing is: If we would fly together and you would be the pilot flying and you want to switch on the autopilot early because you think it is better, you can do it. Because the pilot flying decides whatever he or she likes more.
Really loved this one (as always)! Thank you for your time and effort you put in these videos, we really appreciate them. Please keep up the good work! Cheers 😊
Thank yo so much for watching and for your friendly feedback! Have a good weekend!
Also das war mit das beste departure Video bis jetzt! Zum einen natürlich aufgrund des interessanten Abflugs in Split und der Abendatmosphäre, aber am spannensten fand ich tatsälich den Part wo es um die weather avoidance und den schnellen climb nach Kreuzung des Traffics ging. Der Blick auf die Wolken war auch sehr schön.
Vielen lieben Dank fürs Anschauen und das ausführliche Feedback! Das hilft sehr! Denn für mich es es sehr wichtig, zu wissen, was genau den Zuschauern an einem Video gut gefällt und was besser sein könnte.
Your videos are the best!
Are you trained for Innsbruck? I would love a departure or arrival from/to Innsbruck 🥹🥹
The eurowings flights I do see are not to/from Germany, so we might be out of luck.
Appreciate your videos as always, this one is definitely one of the best! ❤
Thank you for the very kind words! Please tell everybody about my channel! I am currently not trained for Innsbruck. My special airports are Salzburg, Samos and Funchal. If it would happen sometime in the future that I would get Innsbruck training, I for sure would produce a video.
Excuse me, I would like to ask what is the difference between restricted and unrestricted climb
Good question! A restricted climb takes all altitude constraints from the departure chart/routing into account. An unrestricted climb does not do that. In the unrestricted case we climb with climb power and speed to the cleared altitude.
Thanks a lot. Love your videos so much
@@ApproachandDepartureVideos
Awesome video as ever, lots of factors to consider, well handled :)
Thanks for your good feedback
Nicely done!! Super professional crew!
Thank you very much for your kind words!
Out of curiosity, what flap setting was used for the takeoff? My guess is it's 2 or 3 cause of the "F" flap speed bug
Takeoff flap setting was 3. In the secondary flightplan, we prepared a takeoff in the opposite direction. This would have been done with flaps 2.
Very nice to see what happens in the cockpit in real life! 👍🏻 Thanks for making these videos!
Thanks for watching and for sharing your comment!
A really stunning departure, looks to be a lovely place. I really appreciated the little extra run time, getting to see and hear all the discussion after departure, avoiding weather and traffic etc.
Thanks for another great video!
Thanks for watching and your helpful feedback! Have a nice day!
What happens if clearance this late (runway holding point) happens to involve a flight plan change compared to expectation and prior briefing? Can you risk being repositioned to make way for possible other already cleared and ready aircrafts behind?
And in what scenarios do you leave the gate without departure clearance done? Is it if planned slot time is under risk of expiring, or?
Here, we already got an Informationen about the expected departure routing at the parking position. We were prepared for a change to the other runway. The data for that had been entered in the secondary flightplan.
If we would have to do an unprepared change, we would hold the position, enter and crosscheck the data and update the briefing. This takes not that long. Maybe 2 or 3 minutes. After all this, we would do the lineup.
Excellent thank yoi
Thanks for your good feedback!
Thank you Stefan for this beautiful departure out of a beautiful airport!! Looked like a very nice crew and a cool climbout through the clouds there.
Greetings from Brussels once again!
Thanks for watching and for sharing your great feedback! Best greetings to Brussels!
Thoroughly enjoy your detailed videos... vielen dank Captain & Co-pilot! 👍
Thanks for watching and your good feedback!
I love these insights into your ‘office’, thanks so much. And lovely to see the crew at the end.
Glad you enjoyed it! Thanks for watching!
Very interesting vidéo , so cool as usual. Thank you 🤩
Glad you enjoyed it! Have a good weekend!
Another very enjoyable departure! Very interesting to see the expedite function used, I've heard it isn't used that often?
Thanks for watching and your good feedback! I use "expedite climb" often. It is very helpful when we have to climb as much possible over a short distance. Alternatively, you can just dial in the "green dot" speed as a selected speed for the same result. "Expedite descent" is usually not used at all. Some airplanes do not have the "expedite" function installed.
AMAZING!
Thank you!
Great break through at the end, fabulous as always captain
Thanks for your kind words!
Another great video - I particularly liked the fact that there was some weather and other traffic to deal with, mixed things up nicely! BTW, I think you need to have a word with the Co-pilot - I noticed he was wearing a Boeing lanyard!
Thank you for watching and your good fedback! We are open minded people. So a Boeing lanyard is ok.
Great video as always. I wasn't aware of the technique of storing energy for a later climb by increasing speed. Very interesting.
Thanks for your good feedback! This was the best solution here because we wanted to climb with a high rate above the weather after we were clear of the traffic.
Very very interesting, well done!
Thanks for watching and your good feedback!
Wonderful sunset takeoff, Captain Stefan. Thank you as always for the upload and best wishes to you!
Thanks for watching and your wishes! Have a great day!
Great video as usual. Rather rare location to see. Great coordinated job for avoid weather and terrain! A quick question: when you were cleared to FL200, the altitude was set but the display remained 5000 in magenta. Can you explain to me why? Thanks in advance and keep uploading these wonderful videos.
Thanks for watching and your good feedback! The target altitude display in the PFD showed 5500 feet in magenta because at waypoint SP800 the maximum altitude in accordance to the departure procedure is 5500 feet. You see the change from the blue 5000 to the magenta 5500 in the moment as we dialed in the cleared FL200 in the FCU. In a managed climb, the altitude constraints are taken into account. After we got the clearance to FL200, I asked ATC if we may continue the climb unrestricted. She agreed and then I pulled the altitude knob on the FCU for an open climb. The result was that the magenta 5500 on the PFD changed to a blue 20000 at 11:45
@@ApproachandDepartureVideos Thank you very much for this clear explanation, have a great day.
Loved the take off gentlemen
Thanks for watching and for sharing your feedback!
Very interesting management of this departure! Thank you!
Thanks for watching and your feedback!
Fantastic video !!!!!! always a pleasure to watch !!!
Thanks for watching and your great feedback!
Thank you for taking the time to produce these excellent informative videos.
Thank you so much for watching and your kind words!
Wonderful team work, team spirit and sunset!
Thanks for the great feedback! Have a nice day!
Always great to see an upload. Thanks for taking us along
Glad you enjoyed it
One for the algorithm. My go to flight channel. Great content.!
Thanks for watching and for your great feedback!
Thank you very much for every Flight you take us with, great work as always.
Thanks a lot for supporting the channel! Have a nice day!
Very much appreciated the MCDU cam 👍👍
Thank you for the helpful feedback!
Tolles Video immer wieder, ich finde das toll dass es sowas gibt und ihr euch soviel Muehe gibt so toll das rüberzubringen.bravo,keep up the good work,kleiner vorschlag,vielleicht ist es ja irgendwie moeglich das unit FMGC mit einzublenden oder ist das eher nicht moeglich wegen company policy ,vielelcht zuviel sensible daten vermutlich !
Vielen Dank fürs Anschauen und das sehr gute Feedback! Das FMGC beinhaltet als sichtbare Elemente die MCDU.: Das ist der Bildschirm mit den vielen Tasten, den wir 2 Mal im Cockpit haben. Dort geben wir die Route und alle anderen Daten des Fluges ein. Außerdem gehört die FCU dazu: Diese beinhaltet die Knöpfe, mit denen wir die Höhen, die Geschwindigkeit u.s.w. einstellen. Die jeweiligen Eingaben der FCU sind im FMA und auf den PFD-Skalen zu sehen. Das FMA ist der obere Teil des PFD, also des künstlichen Horizontes. Direct-to Eingaben sind im ND, dem Navigation Display, also unserer elektronischen Karte zu sehen.
Durch Restriktionen, was die Kamera-Positionen betrifft, kann ich nicht den ganzen An- und Abflug über die MCDU zeigen. Das beschränkt sich momentan - wenn überhaupt möglich - auf ein paar statische Schnappschüsse. Hier im Video ist allerdings jede einzelne von uns ausgefüllte Seite der MCDU vor dem Abflug zu sehen.
awesome take off amazing view in the beginning on the terminal
Thanks a lot for watching and your good feedback!
Wow das war Hammer. Mein absolutes Lieblingsvideo bisher! Die views, Kommunikation und das Managment. Einfah so cool zum ansehen. Vielen Dank :)
Vielen Dank fürs Anschauen und das tolle Feedback! Einen schönen Tag noch!
Interesting to see a flaps 3 takeoff, thanks!
This was the optimum flap setting for the takeoff.
First time I see a Flaps 3 departure. :O
Thanks for watching!
Nice to see you back, excellent as always.
Thanks for watching and the good feedback!
tolles, interessantes Video welches einen informativen Einblick in die Cockpitarbeit gibt.
Bitte weiter so!
Vielen lieben Dank fürs gute Feedback!
Den Speed vorher erhöhen um dann die Steigrate zu erhöhen wegen den Wolken war echt clever
Das ist das beste Verfahren, um nach einem erforderlichen Level off die höchstmögliche Steigrate zu erreichen.
❤❤
Thanks!
Another great video capt , Extra fuel was 0.2 and time was 0006 ! Didnt get that!! It couldn’t be 6 seconds right? Plus FO Didnt mention eng mod selc on the taxi check list , which is normal as a small human mistake, waiting for more vids 😚
The plane needs about 40 kilograms of fuel per minute. If you multiply 6 minutes by +/- 40 kilograms, the result is about 200 kilograms. As you see after takeoff, the real extra fuel was more.
awesome video as always. refreshing and relaxing to watch. thank you captain! :)
Thanks for watching, your support and the great feedback!
Hey so thankful for making such complicated operations available for viewing! Vielen Dank. Funny thing is I always loved watching flying videos and now it appears my partner is fixated on an English Pilot who she has never met but all it took her is chatting to a Pilot and I am down like an aircraft minus fuel LOLLZZZ That's life but it won't stop me loving flying videos and appreciating pilots.
Thanks for watching and for sharing your very personal story. I am very sorry about the situation with your partner and with you all the best!
Thank you means a lot. Whenever you fly may you always have a safe flight.
Clean cockpit at FL200 :) Perfect as always!
Thanks for watching and your good feedback!