12:10 center left we can see the Grenoble-Lyon classic railway junction with the LGV Rhône-Alpes, the high speed Lyon bypass which continues north parallel to the approach to serve the airport, and onward to Paris, and south to the Mediterranean. Shortly after is the A43 paralleling the classic railway crossing under the approach. Fun fact, the 115km length of the LGV Rhône-Alpes (from north of Lyon to Valence) occupies about the same total surface area as Lyon Airport here.
3:00 The plane has just flown over the Jura massif (limestone and folded relief) and is in sight of the Rhône which makes a big V. The great river has also crossed the Jura, here between Bugey and a small isolated limestone plateau called Ile Crémieu (it is indeed a limestone island in the middle of a landscape of plains and moraines). After the V, the Rhône flows towards Lyon, to the west, in the plain known as the Ain (a river) on the edge of the Dombes region (to the north), rich in more than 1,000 artificial and natural ponds , from the last glaciation. You can see the fumes (water vapor) from the Bugey nuclear power plant (St Vulbas). The plane makes a curve to approach the airport from the south
Nice approach and swing over..... Your 1st Officer is very efficient, I think he will make an excellent Captain one day for sure! Great video - thank you once again from Southampton. Ciao.
I’m preparing for my assessment with an airline using A320 family unbelievably useful that you upload all CRM and procedures you use along your approaches. Just want to say thank you.
Wie immer ein super Video! Ich fliege viel Flugsimulator und man kann sich bei Euch so viel für das Hobby abschauen. Freue mich schon auf viele weitere spannende Videos. Vielleicht ist ja auch irgendwann mal ein Anflug bei schlechtem Wetter mit dabei. So schön wie bei Euch in den Videos ist es ja nicht immer! ;-) Die zusätzlichen Sichten auf PFD und ND sind genial!
Καλησπέρα σας , χαίρομαι που βλέπω ένα ακόμα όμορφο ταξίδι , ελπίζω φέτος εκεί ψηλά να ανταμώσετε το άγιο Βασίλη με δώρα για όλο τον κόσμο , σας χαιρετούμε με αγάπη και εκτίμηση !
Captain - I get a THRILL every time we get to the end of the video and you're doing the parking checklist and the first officer says "Parking brake" and you always say *"is on for the time being"*. Such a wonderful quirk (Eigenart) of yours. Love it!!!
Thanks for your feedback. That is interesting. Yes, I say "is on for the time being" because I am in the process of waiting for the confirmation from the ground crew that chocks are in place and then we can release the brake.
The 2500 call is always active and confirms that "the radio altimeter is alive". Once in a while it is missed by the airplane. The 130 call is very rare. We do not hear that very often. Have a great day!
@@ApproachandDepartureVideos Thank you for the answer! In the Airbus the 2500 callout is usually called as "two thousand five hundred" but in the Video the GPWS says "twenty five hundred". Thats why i said its rare. Lovely to see a new video every Saturday. Thank you!
Thanks for watching and your nice feedback! Some call it side step and other call it swingover. At the end it was a visual approach to 35L. Greetings to the UK! Have a great day!
Thanks for watching and your nice feedback! I published already a Madeira video a few months ago. It has no PFD/ND view. Here is the link: ua-cam.com/video/X9klfsbbb0c/v-deo.html More Madeira videos will be published in the near future. Please stay tuned! Have a good day!
Wie herrlich. Wunderschön. Einfach nur Danke für den ganzen Aufwand und die tollen Videos. Zwei kleine Fragen habe ich: Was ist ein Short-Approach? Und (falls du es sagen darfst) - mit welchem CI fliegt ihr i.d.R.? Beste Grüße aus Berlin und weiter viel Erfolg!!!
Vielen Dank fürs Anschauen und das gute Feedback! Ein Short Approach ist ein Anflug, der kürzer ist als der normale Anflug. Ein ILS ist in vielen Ländern meist mindestens 10 nautische Meilen lang und startet etwa 3000 Fuß über der Runway. Beim Short Approach gibt es eine Radarführung zu einem kürzeren Endanflug. Zum Beispiel bei 8 Meilen oder so. Das spart Flugzeit, Sprit und Emissionen. Ideal ist natürlich der Visual Approach, also der Anflug nach Sicht. Der ist aber zum einen nicht überall erlaubt und zum anderen muss das Wetter dazu ja gut sein. Beim Short Approach wird man auf einen verkürzten Instrumentenanflug geführt. Dazu benötigt man kein Sichtflugwetter.
Thanks for your feedback and the questions! I did not record an approach to Chania. I recorded one to Kalamata but not with the new camera setup. That is the reason why it has not been published until now.
I flew to AMS and recorded a video. But this was at the beginning of this channel. The video shows only the outside view, taped with one camera. Here is the link: ua-cam.com/video/-aIsSHXI-Jg/v-deo.html As soon as I am scheduled again to Amsterdam, I will try to make a new multicamera video. It depends on my duty schedule and may take a while. Please stay tuned.
Great video, I really enjoyed it. Could you consider leaving the view of ND for taxiing? I would like to see the ground speed and you can switch on the cockpit view after seting the parking break. Cheers, Pawel, I really look forward to next episodes
Thanks for watching and for your suggestions. I have published some videos with the ND in view also during the taxi in. The only useable information is the groundspeed. I keep your suggestions in mind. Have a nice day!
Good question! The approach was entered in the flightmanagement system for 35R and we were cleared for a visual approach to 35L. So we turned off the flight directors because they would give us guidance to the wrong runway. The general idea is that we have to turn off the flight directors if we do not want to follow the indications.
Thanks for watching and your nice words! I always try to add more information to the picture. On the other hand, I do not want to overload it. I will keep your suggestion in my mind. All the best to you!
Thanks for watching and your feedback! As the swingover is a visual approach, the main reference is the outside picture. PAPI and distance to threshold vs. altitude help to stay on a good descent path.
Vielen Dank fürs Anschauen und das gute Feedback. Derzeit gebe ich über technische Details keine Auskunft. Ich bitte um Verständnis. Einen schönen Tag noch!
Thanks for your comment. The preceding airplane asked for a sidestep approach to 35L at 05:05, had to continue for 35R and finally got the clearance for the visual approach 35L at 07:29. This motivated us to ask for the same clearance. So the controller must have expected it because the preceding airplane did the same and the controller approved it. Reason was that 35L is the longer runway and taxiing to the gate is a little shorter compared to 35R.
Very clear morning arrival. It was interesting to hear the same Controller covering multiple frequencies - do you think that he put different hats on depending on what desk he was covering ? But one question that puzzled me - the ATIS was announcing information Novemeber - but yours was an early morning arrival. Dont they go back to Alpha every day ?
Thanks for watching and your question. The ATIS is usually updated every 30 minutes and jumps one letter further. I do assume that this is done continuously 24/7. I do not believe that they reset everything at 6 or so in the morning and start with information Alpha. Have a great day!
Thanks for watching and your question. Yes, I fly also sometimes with the bird on and autothrust off. Here is one example of an approach to Manchester: ua-cam.com/video/o4ag4a7QkTY/v-deo.html Have a nice day!
Great Video as always Captain. I have one question, does it influence the approach in any way if you leave the wrong Baro in the FMC, like here or is that just for the calculation of the approach speeds?
Thanks for watching and your feedback. The baro setting which we set at the FCU panel is very important. It controls the baro setting of the Capt and FO PFD altimeters. In our video you can see how this is done the right way. In the original descent, we had the altimeter set to standard, which is 1013.2 hpa. During our approach, the setting was to 1016 in accordance to the controllers instructions and the ATIS. When on the runway, the altimeter shows the elevation of the runway (altitude above MSL). If the altimeter setting would be 1 hpa off, the indicated altitude would be 30 feet wrong. A wrong setting will lead to problems and a possible wrong guidance especially during non precision approaches in instrument weather conditions. We also enter the altimeter settting in the MCDU. This is required for the calculation of the cabin depressurization schedule for the approach. Have a good day!
Thanks for watching and your feedback! I keep that in mind. I agree: Frankfurt would be nice. It may take a while. Please stay tuned! Have a great day!
Vielen Dank fürs Anschauen und das Interesse! Leider kann ich derzeit aus rechtlichen Gründen eine Weiterverwendung der Videos ganz oder auch in Auszügen nicht erlauben. Gerne könnt Ihr die Videos im Rahmen von Links in Internetseiten ..... einbauen. Es besteht auch die Möglichkeit, selbst kurze Clips bei UA-cam zu definieren. Beide Optionen haben gemeinsam, dass das Video bzw. der Ausschnitt immer direkt von UA-cam wiedergegeben wird. Es tut mir leid, dass ich im Moment keine andere Antwort geben kann und bitte um Verständnis. Viele Grüße nach Düsseldorf und noch einen schönen Tag!
The pilot monitoring calls approaching when we get close to the target altitude. If needed, the pilot flying will subsequently reduce the descent or climb rate to avoid a TCAS advisory if other airplanes are nearby.
Hello ground, cockpit. Hello cockpit. How are you? Good. How are you? We are good. And you? I'm good. Are the chocks in? I'm good. Thankyou. Thats good. We are good. Are the chocks in?🤣
The SAT view may be old. The video is new. The runways must have changed from 36 to 35. I do not know when this was done. Reason is that the magnetic variation changes over the years. Runways are named by the next 10 degree on the compass. If the compass shows 356 degrees on the runway, it would be runway 36. If it shows 354 degrees it would be runway 35.
There was only little to no thrust required until the stabilization height during this approach. We glided for a very long time. That’s always the goal, if you want to operate most efficiently. Sometimes it is not possible due to the traffic situation and ATC requirements.
Can you make more videos flying the private jet in Amerika? Think it was a Moody plane. I want to be a pilot one day. Do I have to fly a Moody first before I can fly an Airbus?
Thanks for asking. There are some Mooney approach videos to airports in the USA on this channel. The Mooney is not a jet. It is a very small piston airplane with 4 seats. Before flying an Airbus, every pilot has to learn to fly small planes, like the Mooney or a Cessna. Have a nice day!
Wow, it seems so fast that it is hard to believe it is not a jet. It must be fun to fly, and probably more affordable than an Airbus. I would enjoy additional videos featuring it.
This had been a discussion for a long time. In general, one pilot would be able to fly an Airbus. Especially if everything works normal. But redundancy is the key to a safe commercial aviation. We have 2 engines, 3 hydraulic systems, 3 navigation systems, 3 radios, multiple tanks .... And we have 2 pilots. 1 overlooks the other. Especially in emergency situations, 2 pilots have a bigger chance to save the passengers and the airplane. Also, one pilot may be incapacitated. If there is a second pilot, the passengers would not be at risk. Risks in aviation have to be reduced to almost zero. So we will see 2 pilots for the next time.
Good question! Airbus SOP requires the reversers set back to idle reverse at 70 knots. This is the reason for the call. At this landing, the reversers were only set to idle at touchdown. So at 70 knots nothing happened because the reversers were already at idle. Have a nice day!
Why do you think the flare was too late? Please tell me. What was wrong with that landing? And what is your qualification as a "flare judge" . I am looking forward to your response.
12:10 center left we can see the Grenoble-Lyon classic railway junction with the LGV Rhône-Alpes, the high speed Lyon bypass which continues north parallel to the approach to serve the airport, and onward to Paris, and south to the Mediterranean. Shortly after is the A43 paralleling the classic railway crossing under the approach. Fun fact, the 115km length of the LGV Rhône-Alpes (from north of Lyon to Valence) occupies about the same total surface area as Lyon Airport here.
Thanks for watching and for the detailed information about the things we see on the ground! I always like to know these details. Have a great day!
3:00 The plane has just flown over the Jura massif (limestone and folded relief) and is in sight of the Rhône which makes a big V. The great river has also crossed the Jura, here between Bugey and a small isolated limestone plateau called Ile Crémieu (it is indeed a limestone island in the middle of a landscape of plains and moraines). After the V, the Rhône flows towards Lyon, to the west, in the plain known as the Ain (a river) on the edge of the Dombes region (to the north), rich in more than 1,000 artificial and natural ponds , from the last glaciation.
You can see the fumes (water vapor) from the Bugey nuclear power plant (St Vulbas). The plane makes a curve to approach the airport from the south
The First Officer is very professional.
I agree!
"Flight directors off, and have fun!" Love that!
I agree!
Really enjoyed the first officer's professionalism and efficiency. Seems like a very pleasant person. Thank you as always for the upload, captain!
Thanks for watching and for your feedback! I agree, he is a nice person and a very professional pilot. Have a good day!
Nice approach and swing over..... Your 1st Officer is very efficient, I think he will make an excellent Captain one day for sure!
Great video - thank you once again from Southampton. Ciao.
Thanks for your friendly feedback! I 100 % agree with your statement about the first officer. Have a nice day!
Professionalism at its finest.CRM and crew performance.Thank you Captain for another great video.
Thanks for watching and for the nice words! Have a wonderful day!
I’m preparing for my assessment with an airline using A320 family unbelievably useful that you upload all CRM and procedures you use along your approaches. Just want to say thank you.
Thanks for watching! It's great to hear that the videos help you for your assessment preparation. Good luck and all the best to you! Have a nice day!
Wie immer ein super Video! Ich fliege viel Flugsimulator und man kann sich bei Euch so viel für das Hobby abschauen. Freue mich schon auf viele weitere spannende Videos. Vielleicht ist ja auch irgendwann mal ein Anflug bei schlechtem Wetter mit dabei. So schön wie bei Euch in den Videos ist es ja nicht immer! ;-) Die zusätzlichen Sichten auf PFD und ND sind genial!
Vielen Dank fürs Anschauen und das wertvolle Feedback! Viel Spaß im Simulator und noch einen schönen Tag!
Stimme dir zu hundert Prozent zu. Einfach tolle und super lehrreiche Videos.
I really appreciate the pilot monitoring saying "correct" instead of "right" in acknowledgment.
Thanks for watching and the detailed feedback! Have a great day!
A great way to start the day and what an approach! Always a pleasure to watch!😊
Thanks for watching and your wonderful words! Have a great day!
Best way to start into the weekend, great video as always captain!
Thanks for the friendly words! All the best to you!
What a busy and alert second officer 👏👌👍
I agree. But he is the First Officer. We do not fly the Airbus A320 with a Second Officer. Have a nice day!
very nice crew co-ordination. very much enjoyed this.
Thanks for watching and the great feedback! Have a good day!
Καλησπέρα σας , χαίρομαι που βλέπω ένα ακόμα όμορφο ταξίδι , ελπίζω φέτος εκεί ψηλά να ανταμώσετε το άγιο Βασίλη με δώρα για όλο τον κόσμο , σας χαιρετούμε με αγάπη και εκτίμηση !
Thanks for watching and your kind words. All my best greetings to you!
It's great to watch such a skilled crew. 👍🏻
Thank you so much for your friendly words. Have a wonderful day!
Captain - I get a THRILL every time we get to the end of the video and you're doing the parking checklist and the first officer says "Parking brake" and you always say *"is on for the time being"*. Such a wonderful quirk (Eigenart) of yours. Love it!!!
Thanks for your feedback. That is interesting. Yes, I say "is on for the time being" because I am in the process of waiting for the confirmation from the ground crew that chocks are in place and then we can release the brake.
Very efficient crew! 👌
Thank you! Have a nice day!
wow guys so enjoyed this approach,, a beautiful views and landing,, many thanks guy
Thanks for watching and for your great feedback! Have a nice day!
Once again a very nice video of your landing in France. I always look forward to your videos.😊
Thank you so much for watching and your friendly words! All the best to you!
Never seen a slowest landing speed, it was very beautiful!
Thanks for watching and fir sharing your observation! Have a nice day!
Thank you for sharing this and letting me see what happens in a sterile cockpit.
Thanks for watching and your feedback! Have a good day!
Great Video! I love those rare callouts
2500 9:07 and 130 14:33 .
The 2500 call is always active and confirms that "the radio altimeter is alive". Once in a while it is missed by the airplane. The 130 call is very rare. We do not hear that very often. Have a great day!
@@ApproachandDepartureVideos Thank you for the answer! In the Airbus the 2500 callout is usually called as "two thousand five hundred" but in the Video the GPWS says "twenty five hundred". Thats why i said its rare.
Lovely to see a new video every Saturday. Thank you!
Thx. Captain, very nice!
Thanks for watching! Have a good day!
Thanks for this video, awesome landing! Hope you are doing well, happy holidays!
Thanks for watching and your great feedback! Happy holidays and all the best to you!
Greetings From The UK - Excelent like the "side step"
Thanks for watching and your nice feedback! Some call it side step and other call it swingover. At the end it was a visual approach to 35L. Greetings to the UK! Have a great day!
Thank you again for a great video! Really appreciate your work 🙏👍
Thanks for watching and your friendly feedback! Have a wonderful day!
Every viewer with this interest will continue to come back. Subscribers will climb much higher as more and more see the content. Kudos.
Many thanks for watching and for your friendly feedback! Please tell everybody about the channel! Thanks for doing that! Have a great day!
Thank you!
Thanks for watching!
Gorgeous landing
Thanks!
Superb in every way!
Thanks! Have a great day!
Amazing communication all around. Beautiful approach. I’d say job well done Sir 🎉
Thanks for watching and for your great feedback! Have a good day!
Another great video, I enjoy every one! Any chance of another landing in Madeira in the near future?
Thanks for watching and your nice feedback! I published already a Madeira video a few months ago. It has no PFD/ND view. Here is the link: ua-cam.com/video/X9klfsbbb0c/v-deo.html
More Madeira videos will be published in the near future. Please stay tuned! Have a good day!
Great video as always!
Thanks for watching! Have a great day!
Very nice! 🙂
Thanks! Have a great day!
@@ApproachandDepartureVideos sehr cooles Video wie immer und wie fast immer Butter weiche landung Grüße aus dem Ruhrpott
Wie herrlich. Wunderschön. Einfach nur Danke für den ganzen Aufwand und die tollen Videos. Zwei kleine Fragen habe ich: Was ist ein Short-Approach? Und (falls du es sagen darfst) - mit welchem CI fliegt ihr i.d.R.? Beste Grüße aus Berlin und weiter viel Erfolg!!!
Vielen Dank fürs Anschauen und das gute Feedback! Ein Short Approach ist ein Anflug, der kürzer ist als der normale Anflug. Ein ILS ist in vielen Ländern meist mindestens 10 nautische Meilen lang und startet etwa 3000 Fuß über der Runway. Beim Short Approach gibt es eine Radarführung zu einem kürzeren Endanflug. Zum Beispiel bei 8 Meilen oder so. Das spart Flugzeit, Sprit und Emissionen. Ideal ist natürlich der Visual Approach, also der Anflug nach Sicht. Der ist aber zum einen nicht überall erlaubt und zum anderen muss das Wetter dazu ja gut sein. Beim Short Approach wird man auf einen verkürzten Instrumentenanflug geführt. Dazu benötigt man kein Sichtflugwetter.
Nice one 👍✈️
Thank you for watching! Have a great day!
@@ApproachandDepartureVideos you too
Enjoyed once again. Question Captain, have you recorded a flight into Kalamata or maybe Chania. Both approaches interesting for different reasons.
Thanks for your feedback and the questions! I did not record an approach to Chania. I recorded one to Kalamata but not with the new camera setup. That is the reason why it has not been published until now.
@@ApproachandDepartureVideos Vielen Dank
Do you also fly into Schiphol, AMS? Would love to see a vid of that someday too.
I flew to AMS and recorded a video. But this was at the beginning of this channel. The video shows only the outside view, taped with one camera. Here is the link: ua-cam.com/video/-aIsSHXI-Jg/v-deo.html
As soon as I am scheduled again to Amsterdam, I will try to make a new multicamera video. It depends on my duty schedule and may take a while. Please stay tuned.
Amazing!
Thanks! Have a good day!
Great video, I really enjoyed it. Could you consider leaving the view of ND for taxiing? I would like to see the ground speed and you can switch on the cockpit view after seting the parking break. Cheers, Pawel, I really look forward to next episodes
Thanks for watching and for your suggestions. I have published some videos with the ND in view also during the taxi in. The only useable information is the groundspeed. I keep your suggestions in mind. Have a nice day!
Can I ask why did you turn off your flight director on approach? Great flight as well..
Good question! The approach was entered in the flightmanagement system for 35R and we were cleared for a visual approach to 35L. So we turned off the flight directors because they would give us guidance to the wrong runway. The general idea is that we have to turn off the flight directors if we do not want to follow the indications.
@@ApproachandDepartureVideos thank you, I would fly the A320 in flight simulator so your answers do help alot have a good day
Thanks for sharing. very impressive. hope the FCU panel could be displayed as well :-)
Thanks for watching and your nice words! I always try to add more information to the picture. On the other hand, I do not want to overload it. I will keep your suggestion in my mind. All the best to you!
Made it look so easy! To swing over, were you using PAPI or general distance vs. altitude check?
Thanks for watching and your feedback! As the swingover is a visual approach, the main reference is the outside picture. PAPI and distance to threshold vs. altitude help to stay on a good descent path.
@@ApproachandDepartureVideos Awesome, thanks for the explanation! Look forward to this weekend's video ;)
Super!
Ein kleines Set Up Video wäre sicher mal interessant! Wo die Kameras platziert sind und wie der Funk aufgenommen wird :D
Danke und alles Gute!
Vielen Dank fürs Anschauen und das gute Feedback. Derzeit gebe ich über technische Details keine Auskunft. Ich bitte um Verständnis. Einen schönen Tag noch!
Why was the sidestep initiated? It was slightly confusing as to why. The controller wasn't expecting it either. Danke
Thanks for your comment. The preceding airplane asked for a sidestep approach to 35L at 05:05, had to continue for 35R and finally got the clearance for the visual approach 35L at 07:29. This motivated us to ask for the same clearance. So the controller must have expected it because the preceding airplane did the same and the controller approved it. Reason was that 35L is the longer runway and taxiing to the gate is a little shorter compared to 35R.
beautiful, you should try LIMF
Thanks! Turin airport must be nice. I never have been there. Have a good day!
Very clear morning arrival. It was interesting to hear the same Controller covering multiple frequencies - do you think that he put different hats on depending on what desk he was covering ? But one question that puzzled me - the ATIS was announcing information Novemeber - but yours was an early morning arrival. Dont they go back to Alpha every day ?
Thanks for watching and your question. The ATIS is usually updated every 30 minutes and jumps one letter further. I do assume that this is done continuously 24/7. I do not believe that they reset everything at 6 or so in the morning and start with information Alpha. Have a great day!
Great video. I expect you enjoy flying the bird manually. Do you ever fly in bird mode with ATHR off too? 👍👍
Thanks for watching and your question. Yes, I fly also sometimes with the bird on and autothrust off. Here is one example of an approach to Manchester:
ua-cam.com/video/o4ag4a7QkTY/v-deo.html
Have a nice day!
wunderbar
Danke!
Great Video as always Captain. I have one question, does it influence the approach in any way if you leave the wrong Baro in the FMC, like here or is that just for the calculation of the approach speeds?
Thanks for watching and your feedback.
The baro setting which we set at the FCU panel is very important. It controls the baro setting of the Capt and FO PFD altimeters.
In our video you can see how this is done the right way.
In the original descent, we had the altimeter set to standard, which is 1013.2 hpa.
During our approach, the setting was to 1016 in accordance to the controllers instructions and the ATIS. When on the runway, the altimeter shows the elevation of the runway (altitude above MSL). If the altimeter setting would be 1 hpa off, the indicated altitude would be 30 feet wrong.
A wrong setting will lead to problems and a possible wrong guidance especially during non precision approaches in instrument weather conditions.
We also enter the altimeter settting in the MCDU. This is required for the calculation of the cabin depressurization schedule for the approach.
Have a good day!
Halllo captain please landing at frankfurt thank you great job
Thanks for watching and your feedback! I keep that in mind. I agree: Frankfurt would be nice. It may take a while. Please stay tuned! Have a great day!
Roger captain 😇😇😇
Did you do sideslip maneuver to switch from 35R to 35L?
It was an ILS approach to runway 35R which changed to a visual approach to 35L. Some call it sidestep, some swingover. .
ATC gave the guys a left turn by mistake that should have been right turn at 8:00!
The heading ATC gave us was correct, and the turn direction was corrected after we asked.
Hallöchen Lieber Captain, dürfen wir kleine Ausschnitte ihrer Videos privat für nicht kommerzielle Zwecke unter Freundeb reposten?😊
Gruß aus Ddorf :)
Vielen Dank fürs Anschauen und das Interesse! Leider kann ich derzeit aus rechtlichen Gründen eine Weiterverwendung der Videos ganz oder auch in Auszügen nicht erlauben. Gerne könnt Ihr die Videos im Rahmen von Links in Internetseiten ..... einbauen. Es besteht auch die Möglichkeit, selbst kurze Clips bei UA-cam zu definieren. Beide Optionen haben gemeinsam, dass das Video bzw. der Ausschnitt immer direkt von UA-cam wiedergegeben wird. Es tut mir leid, dass ich im Moment keine andere Antwort geben kann und bitte um Verständnis. Viele Grüße nach Düsseldorf und noch einen schönen Tag!
Why is the FO saying "Approaching" multiple times? What is the thought behind that callout?
The pilot monitoring calls approaching when we get close to the target altitude. If needed, the pilot flying will subsequently reduce the descent or climb rate to avoid a TCAS advisory if other airplanes are nearby.
Hello ground, cockpit.
Hello cockpit.
How are you?
Good. How are you?
We are good. And you?
I'm good.
Are the chocks in?
I'm good. Thankyou.
Thats good. We are good. Are the chocks in?🤣
Nice to hear that you had some fun with our video. Have a great day!
sat view shows runways 36 R & L.
when / why did LYS change to 35 L & R ?
The SAT view may be old. The video is new. The runways must have changed from 36 to 35. I do not know when this was done. Reason is that the magnetic variation changes over the years. Runways are named by the next 10 degree on the compass. If the compass shows 356 degrees on the runway, it would be runway 36. If it shows 354 degrees it would be runway 35.
I wondered about the speed. Did you basically glide all the way to flaps 1?
There was only little to no thrust required until the stabilization height during this approach. We glided for a very long time. That’s always the goal, if you want to operate most efficiently. Sometimes it is not possible due to the traffic situation and ATC requirements.
@@ApproachandDepartureVideos Thanks! Very good skills. Looking forward to the next video.
Can you make more videos flying the private jet in Amerika? Think it was a Moody plane. I want to be a pilot one day. Do I have to fly a Moody first before I can fly an Airbus?
Thanks for asking. There are some Mooney approach videos to airports in the USA on this channel. The Mooney is not a jet. It is a very small piston airplane with 4 seats. Before flying an Airbus, every pilot has to learn to fly small planes, like the Mooney or a Cessna. Have a nice day!
Wow, it seems so fast that it is hard to believe it is not a jet. It must be fun to fly, and probably more affordable than an Airbus. I would enjoy additional videos featuring it.
To contain costs, airlines assume only one pilot on board. What do you think about? Thanks
Nice video, compli
This had been a discussion for a long time. In general, one pilot would be able to fly an Airbus. Especially if everything works normal. But redundancy is the key to a safe commercial aviation. We have 2 engines, 3 hydraulic systems, 3 navigation systems, 3 radios, multiple tanks .... And we have 2 pilots. 1 overlooks the other. Especially in emergency situations, 2 pilots have a bigger chance to save the passengers and the airplane. Also, one pilot may be incapacitated. If there is a second pilot, the passengers would not be at risk.
Risks in aviation have to be reduced to almost zero. So we will see 2 pilots for the next time.
@@ApproachandDepartureVideos I think so too. A thousand thanks.
What is the significance of the "70 knots" call-out post touchdown? What happens when that speed is reached?
Good question! Airbus SOP requires the reversers set back to idle reverse at 70 knots. This is the reason for the call. At this landing, the reversers were only set to idle at touchdown. So at 70 knots nothing happened because the reversers were already at idle. Have a nice day!
long live the aeronautics
Thanks for watching! Have a good day!
To late with the flare!
Why do you think the flare was too late? Please tell me. What was wrong with that landing? And what is your qualification as a "flare judge" . I am looking forward to your response.