We are so lucky to have this content. I have always dreamed of being a pilot but was never able to fulfill my childhood deam, but watching these videos and having flight sim brings me closer to this dream. Thank you so much, I always look forward to watching your videos.
Thanks for watching and your good and very personal feedback! It's great to hear that my videos help you to get closer to your childhood dream! Have a nice day!
Immer wieder tolle Videos. Vielen Dank für diesen tollen EInblick! Hinter eine Sache bin ich noch nicht gekommen. In deinen Videos fliegst du immer die EW-Flieger mit deutscher Registrierung. Fliegt ihr auch die mit der maltesischen ab DUS/CGN oder sind das Crews von Eurowings Europe ? Vielen Dank :)
Vielen Dank fürs gute Feedback und die Frage! Die in Deutschland registrierten Flugzeuge werden von der Eurowings Deutschland geflogen. Die maltesischen Flugzeuge werden nicht von den Eurowings Deutschland Crews geflogen. Es sind 2 separate Fluggesellschaften, die jeweils ihre "eigenen" Flugzeuge operieren.
Standard procedure is to lineup the airplane on the runway, hit the brakes, set 50 % N1 or 1.05 EPR thrust, check that the thrust is stabilized, move the thrust levers to takeoff or flex thrust and in parallel release the brakes. A rolling takeoff eliminates the stop at the beginning of the runway. Airbus allows rolling takeoffs but sometimes it is better to do the standard procedure. This is true especially if the runway is very short or if we need to check and analyze the weather radar prior to the beginning of the takeoff run.
@@ApproachandDepartureVideos I see, thank you. I now remember a rolling take-off done by RyanAir at Stansted a few years ago. It wasn't so much as a rolling take-off, more like a 'wheelie' - I think the inner wheelset lifted up in the air slightly as they found the centreline! Those boys don't waste time.
Wie immer ein tolles Video ! Ich sehe mir diese Videos immer gerne an. Was mich sehr bewundere ist das nahtlose Take off aus dem Taxi. Als Passagier habe ich das auch schon erlebt. Man merkt euch die Begeisterung für eure Arbeit an !
Vielen lieben Dank fürs Anschauen und das sehr gute Feedback! Es stimmt, wir machen jnsere Arbeit sehr gerne! Der sogenannte „rolling takeoff“ ist nicht immer und überall durchführbar. Aber dort, wo es möglich ist, macht es Sinn, ohne stehen zu bleiben, direkt in den Startlauf überzugehen.
Ich nehme einmal an, dass mit der Startfreigabe "Clear for Takeoff " des Towers die anderen nötigen Bewilligungen wie "line up RW06" obsolet werden auch wenn diese bereits auf dem Rollweg (Taxi) erteilt wurde. Und das ihr die volle Länge der Startbahn ausgenutzt habt lag in der Entscheidung / Verantwortung des Piloten.
Danke fürs Anschauen! Die Berlin Landung kommt auf jeden Fall noch. Das Berlin-Video war leider heute morgen noch nicht ganz fertig. Bitte noch etwas um Geduld. Ich werde es voraussichtlich am nächsten Samstag veröffentlichen. Einen schönen Tag noch!
Thanks for watching and your good feedback! The pushback is usually done in accordance to local procedures. The ground crew knows the regulations and where they have to push us. Sometimes Ground Control is telling us together with the pushback clearance to do a long or short pushback or something similar. Here I assume that they push us that far back to keep the way to our vacated parking position open for possible incoming traffic.
Very nice video as always! Thank you for the outstanding quality. Do you feel a difference when flying the A321 with IAE engines and the A321neo with Leap engines? In the simulator it felt like the A321 with IAE engines was "lighter" to fly and not so "sluggish" like the 321neo.
Thanks for watching, your good feedback and your question! I recently flew both airplanes but did not observe a difference in regard to your description. My observation is that the A321 in general is flying more stable than an A319 or an A320. This is due to the additional weight. The approach speed is also higher.
Very cheerful ground crew. Amazing video again. How do you confirm ADIRS status from the MCDU? I'm sure the First Officer has a very fine airmanship. He was very easy with the controls upon takeoff. But were you expecting some other answer regarding entry into the runway? Like "full length is always better"?
Thanks for watching and your comment! We confirm the status of the ADIRS from the POSITION MONITOR PAGE of the MCDU. You find it via FMGC - DATA - POS MONITOR. The First Officer is a very nice person and a good pilot! I like to fly with him. The distance between full length and the intersection was very little. So it did not make a real difference which intersection we took. He was pilot flying and did not have a preference. This is completely ok. So I had to decide what we do. This is the way it works.
Great video, thanks Captain for the time and effort you put into entertaining us! Always wanted to know what the typical schedule is for a Captain, how many flights do you complete each week?
Thanks for your good feedback! Flying is like a normal job. Only difference is that we also work on weekends and public holidays. After 5 days of flying, we usually are a few days off. These off days may be in the middle of the week. But we can request off days to accomodate our private life. The amount of flights differs because some are long and some are short. If we do longer flights, we usually fly 2 legs per day. Shorter flights may result in 3 or 4 legs a day. The basics about the scheduling are regulated in labor agreements and the applicable aviation laws.
Very nice video as usual! Cool ramp-agent, smooth take-off and the mighty Zlatan Ibrahimović as First Officier!!! ( joking). Now Mallorca is now the second country of German people, some years ago they came to Italy (Rimini, Riccione...). Unfortunately the Italians have increased prices and reduced services.... we have lost German tourism! Have a great Sunday afternoon, greetings from Verona!
Thanks for watching, for your good and very personal feedback and for your support of the channel as a member!!! Have a nice day! Many greetings to Verona!
Great departure! I’ve recently flew from Gatwick to Gran Canaria and back as I was there for a holiday. It was hazy there on departure and it looked a lot better on this departure. We also flew through a jet stream past Madeira island (clear air turbulence), it was bumpy and yet our Captain didn’t switch on the seatbelt sign! I have a question (it’s not regarding this video though) we flew right over Gran Canaria Airport but we went about 11 miles out from the airport and then swung in from the right, do they accept visual approaches there because it seemed to me it was an ILS approach? We were coming right over the wind turbines on 03L. Question 2: On our return flight to Gatwick from Gran Canaria, our Captain made the announcement and he said we’ll be landing on the Westerly runway (26L) we ended up landing on the Easterly instead (Runway 08R). How late can ATC provide a runway change so that you have prepare? Many thanks for a great video!
Thanks for watching, for sharing your experience and your questions. Gran Canaria is a very busy airport. In general, they allow visual approaches. But due to all the traffic, it is not always possible. And some pilots / airlines do not want to fly visual approaches. They fly the full approach and all others have to follow them. Here is a video of an approach to Gran Canaria: ua-cam.com/video/b3KKZjfijDE/v-deo.htmlsi=obeXQg3MdHhdXxIu Whenever possible, we want to land and takeoff with a head wind. Sometimes, the wind is changing on a short notice and ATC is changing the landing direction in accordance. Funchal is a very good example. It happened to me very often that during our descent, runway 23 was in use and it changed to 05 as we were getting close to the airport. There is no limit about how late they can change it. They can change it whenever it is needed. If the wind is changing and we are already close to the final approach, they would ask us if we want to continue with a tail wind or prefer the other runway. If we would prefer the other runway, they would give us radar vectors or a holding to accomodate whatever time we need to prepare for this. Usually, we are already prepared and just activate the secondary flight plan or just change the runway / approach in the primary flight plan. Many greetings to the UK!
@@ApproachandDepartureVideos Many thanks fort the information - I'm a bit baffled why pilots expect you don't want to fly the approaches visually. It saves time and fuel, that's weird. Gatwick is like another Dusseldorf, they don't want Visual approaches, however, in the evenings I've seen on FlightRadar that some planes go to Crawley (the town where Gatwick is) and then swing in from the left on 26L approach. For me personally, I prefer approaching Gatwick on Runway 08R because that side is a lot more rural land in the surrounding area and its easier for me to plane spot on that side too. Whilst I think about it, I was at the back of the aircraft on my return flight from Gran Canaria as I was on a 321 NEO. At the back, I felt the clear air turbulence very well. Do you feel it much in the flight deck and do you often get calls from the Cabin Crew at the back of the aircraft letting you know they can feel it badly. With turbulence (even clear air ones), do you have to keep monitoring your altitude change? For example, you climb to either a higher or lower altitude? But do you have to keep talking to ATC about your plans? (do forgive me for all of my questions, I am so into my Aviation so much!)
@@motorcycleaddict50 Especially in the Airbus A321 it is more shaky in the back as in the front. This is the reason why we get especially calls from the aft flight attendants with the request to switch on the fasten seat belt signs. Yes, we have to change the altitude sometimes because of turbulence. ATC usually knows from other airplanes if other flightlevels are better.
Hey, erstmal möchte ich sagen super Videos, gerade für Leute wie mich die sich nicht nur für das reine Piloten sein sondern auch für die Flugsicherungsseite interessieren. Schaue dich jetzt seit knapp einem Jahr und würde mir wenn es dein dienstplan zulässt mal wieder ein Heathrow Approach wünschen. Am besten ab dann wenn ihr für LOGAN2H STAR freigegeben werdet damit man die gesamte Arbeit der London TMA mitbekommt.
Vielen Dank fürs regelmäßige Anschauen meiner Videos und das sehr gute Feedback! Wohin ich fliege, hängt immer vom Dienstplan ab. Und der ist immer eine Überraschung. Sobald ich wieder mal nach London geplant werde, versuche ich auf jeden Fall, ein Video zu produzieren. Einen schönen Tag noch!
No. But he is very experienced. We are usually joking about straight out departures with no or little turns. We call them "Captains Departure" because they are so easy to fly.
Hallo zusammen, vielen Dank für ein wieder sehr schönes Video. Einfach herrlich sich mit einer guten Tasse Kaffee zurückzulehnen und zu genießen. Bezüglich der Eingabe in der CDU habe ich noch eine Frage, allerdings betrifft die Frage die Approach Seite. Wie gibt man dort unter den Wind-Daten z.Bsp. gusty Winds oder variable Winds ein? Wird bei Gusts die gerundete Mitte genommen? Ich wäre für eine kurze Erklärung sehr dankbar und hätte dann meine Skills wieder etwas erhöht :-) Ich wünsche Ihnen einen schönen Tag.
Vielen lieben Dank fürs Anschauen, das gute Feedback und die Unterstützung des Kanals! Gusty winds kann man nicht explizit auf der Approach MCDU Seite eingeben. Wir geben normalerweise den vom Tower angegebenen Wind ohne Gusts ein. Die Groundspeed Mini Funktion sorgt dann dafür, dass wir bei Gusts im Anflug schneller fliegen. Allerdings funktioniert das nicht bei Seitenwind. Wenn wir aufgrund von böigem Seitenwind schneller fliegen wollen, erhöhen wir die Approach Speed entsprechend. Die Funktion des variablen Approach Speed Targets, das auf Basis der Groundspeed Mini und des aktuellen Winds errechnet wird, kann man bei windigen Anflügen ganz gut auf dem PFD beobachten. Einen schönen Tag noch!
Moin, danke für das Video. Ich bin jetzt auch mal auf die Kanalmitgliedseite gehuscht. Meine Frage wäre: welche Seiten des OFPs ausgedruckt werden. Das sind doch nicht alle, die auf dem Klemmbrett liegen. Eine Seiten Anzahl (1-5 zB. würde sehr helfen. Das OFP Layout habe ich bereits)
Vielen Dank für die Unterstützung des Kanals als Mitglied! Es hängt immer von der Länge des Fluges ab, wieviele Seiten das sind. In etwa sind es die ersten 5 Seiten des BriefingPakets. Wir drucken midestens von Seite 1 bis zum Ende des Flugplans. Auf diesem Dokument machen wir unsere Sprit-Berechnung und alle Zeit- und Sprit-Checks unterwegs. Den Teil des Briefing-Pakets, der Wetter, Notams ….. enthält, drucken wir nicht aus. Diese Daten laden wir lediglich in die Ipads und nutzen sie vom Ipad aus.
You can see why the A350, B787, B777 have 'EFB' integrated into the cockpit, very prominently in the case of the A350. They utilise the EFB so much in these days of electronic charts, SOPs, etc
For us, the EFB is also very important. I think that the A320 has no integrated EFB because the airplane was developed before EFBs even existed. A350 … were developed years later.
Nächstes Jahr startet EW von Erfurt nach Pamla de Mallorca...mein persönlicher Traum wäre natürlich ein departure und approach Video vom Erfurter Flughafen denn ich wohne dort das wäre genial 😍
Vielen Dank für den Vorschlag! Falls ich einen solchen Flug mal im Dienstplan habe, werde ich selbstverständlich versuchen, ein Video zu produzieren. Das kann natürlich dauern. Viele Grüße nach Erfurt!
The autopilot will be switched on whenever the pilot flying wants to do it. Usually it is done latest at about 10,000 feet. It has to be on at the cruise altitude / or when flying straight and level if we are in RVSM airspace. When flying at low altitudes, flying without autopilot would be also ok.
This is usually changing over the year in accordance to the outside temperature. During the warmer months we normally takeoff with packs on to keep the cooling for the cabin. In the colder months it may be different. In general, we always takeoff with packs off if the performance does not allow a packs on takeoff.
This is Airbus standard operating procedure. The reason is that engine 2 powers the yellow hydraulic system which charges the parking brake accumulator. When we would do an engine start without pushback, this would guarantee that we do not move when the chocks are removed. It only matters for an engine start without pushback. When starting the engines during the pushback, we could also start engine 1 first. Technically, this would be no problem. Buit it would not be in accordance to the procedures.
We delete them because we do not need them any more for the flight. This is standard Airbus procedure which is performed at 10,000 feet after departure. When we do not enter other navaids, navaids will be autotuned from the FMGS. For the next approach, we will set new navaids on the RAD NAV PAGE.
When you ‘hard tune’ some navaids, means they are manually entered in the airbus, they will remain active until you manually deselect them. And you don’t want a navaid, which you not even receive anymore blocking one slot. So Airbus says, delete them at 10.000ft, so the system will autotune some navaids, he thinks that are useful.
I cannot see any delay here. First of all, the takeoff was not done in TOGA. It was done as a reduced thrust takeoff with a preset flex temperature. So the thrust levers never have been in the TOGA detent. They were set to FLEX. If you watch our briefing, you can see the PERF MCDU page for our takeoff. It shows the FLEX temperature and it shows that the thrust reduction is set to 1500 feet instead of 1000 feet. This is in regard to local procedures at Palma de Mallorca airport. As we reached 1500 feet, the pilot flying slowly reduced the thrust to climb thrust. You can see the result on the FMA display, which is located in the upper area of the PFD.
That’s called the crossover altitude. When you climb with a constant optimal calculated IAS your Mach will gradually increase with altitude. Same on descent, when you descent with a constant Mach your IAS will increase. Easily said, at high altitudes pilots will use Mach number because it’s the most meaningful parameter. Here you are most limited by MMO, where ever in low altitudes, your IAS is limiting with a VMO. That all depends on the atmosphere.
787 , 380s , 777, 747 and other Long haul Flight Pilots are in it for the money, while This guys simply want to Take-Off, Fly, and Land as much as they can.
I cannot comment on the long haul pilots. Sure, they earn more money and fly between time zones …. I am only doing short and medium distance flights and like it very much. Have a nice day!
Schade dass ihr euch im Cockpit nicht deutsch in einem deutschen Flieger unterhaltet. Gespräche mit dem Tower usw. in Englisch ist klar aber unter euch im Cockpit doch unnötig. Habe Videos von Franzosen gesehen die sich im Cockpit grundsätzlich französisch unterhalten. Leider ist es ziemlich schwierig die Übersetzungen nebenbei zu lesen....
Vielen Dank für Dein hilfreiches Feedback! Wir können uns ja frei aussuchen, ob wir Deutsch oder Englisch oder eine Mischung davon sprechen wollen. Die festgelegten “Callouts” sind allerdings immer in Englisch zu machen. Unsere Handbücher sind auch alle in englischer Sprache verfasst. Ganz ohne Englisch geht es deshalb nicht. Zukünftig wird es aber regelmäßig auch Videos geben, in denen wir Deutsch sprechen werden. Es gibt ja jetzt schon ein sehr beliebtes Video von einem Anflug auf Düsseldorf, in dem wir uns in deutscher Sprache unterhalten, hier auf dem Kanal.
ich habe auch schon ein französisches Video gesehen mit einem Inlandsflug von Mayotte nach Paris. Sie haben für die Zuschauer Englisch gesprochen und auch ATC darum gebeten. Englisch mit heftigem Akzent 😝
Danke für die Antwort. Mir geht es darum, dass mein Englisch halt noch Schulenglish ist und über 35 Jahre her... Da vergißt man ne menge und mit 62 habe ich nun wirklich keine Lust das neu zu lernen...lächel@@ApproachandDepartureVideos
Pushback driver is a total vibe I love it
He is wonderful! I agree!
It's always a pleasure watching a captain who just loves doing what he does best. Great video as usual
Thanks for watching and your very kind feedback about my person! You are right, I love the work as a pilot. Have a nice day!
We are so lucky to have this content. I have always dreamed of being a pilot but was never able to fulfill my childhood deam, but watching these videos and having flight sim brings me closer to this dream. Thank you so much, I always look forward to watching your videos.
Thanks for watching and your good and very personal feedback! It's great to hear that my videos help you to get closer to your childhood dream! Have a nice day!
Thank you again, love the pushback driver!
Yes! His positive energy is exactly what you need in the morning!
I cannot agree more! Very friendly, very professional and so much positive energy!
Es ist mir immer eine Freude bei ihnen hier mitfliegen zu dürfen. Machen sie bitte weiter so 👍🏼
Vielen lieben Dank fürs Anschauen und das gute Feedback! Einen schönen Tag noch!
Immer wieder tolle Videos. Vielen Dank für diesen tollen EInblick! Hinter eine Sache bin ich noch nicht gekommen. In deinen Videos fliegst du immer die EW-Flieger mit deutscher Registrierung. Fliegt ihr auch die mit der maltesischen ab DUS/CGN oder sind das Crews von Eurowings Europe ? Vielen Dank :)
Vielen Dank fürs gute Feedback und die Frage! Die in Deutschland registrierten Flugzeuge werden von der Eurowings Deutschland geflogen. Die maltesischen Flugzeuge werden nicht von den Eurowings Deutschland Crews geflogen. Es sind 2 separate Fluggesellschaften, die jeweils ihre "eigenen" Flugzeuge operieren.
Another great and informative video, would you ever think of showing a full flight? 👍
Thanks for watching and your good feedback! I thought about showing a full flight and had to solve some technical issues first. Please stay tuned!
amazing, been there a few times for the various things Mr Pilot said. Lovely and a pleasure to watch this captain in action.
Thank you so much for watching and your very kind words about my person! Have a nice day!
Wunderbar wie immer, Kapitän! Dankeschön!
Vielen Dank fürs Anschauen, die finanzielle Unterstützung des Kanals als Mitglied und das sehr gute Feedback! Einen schönen Tag noch!
Another super video. Btw, what is a "Rolling Takeoff"?
Standard procedure is to lineup the airplane on the runway, hit the brakes, set 50 % N1 or 1.05 EPR thrust, check that the thrust is stabilized, move the thrust levers to takeoff or flex thrust and in parallel release the brakes. A rolling takeoff eliminates the stop at the beginning of the runway. Airbus allows rolling takeoffs but sometimes it is better to do the standard procedure. This is true especially if the runway is very short or if we need to check and analyze the weather radar prior to the beginning of the takeoff run.
@@ApproachandDepartureVideos I see, thank you. I now remember a rolling take-off done by RyanAir at Stansted a few years ago. It wasn't so much as a rolling take-off, more like a 'wheelie' - I think the inner wheelset lifted up in the air slightly as they found the centreline! Those boys don't waste time.
Wieder ein ganz tolles Video. Und der Kollege am Ground, absolut fröhlicher Txp, das hört man gerne.
Vielen Dank fürs gute Feedback! Der Kollege am Boden ist echt super! Einen schönen Tag noch!
Lovely Mallorca, great video. The pushback man was really happy
Thanks for your good feedback! I agree, he must to be very happy! I like to work with happy people!
What a lovey cheerful pushback chief ☺👍
I completely agree!!!
Thank you Gentlemen very enjoyable as always.
Thank you very much for watching, your great feedback and your support of the channel as a member!!!
Wie immer ein wunderschönes Video! Vielen Dank für die Einblicke :)
Vielen Dank fürs Anschauen und das gute Feedback!
Wie immer ein tolles Video ! Ich sehe mir diese Videos immer gerne an. Was mich sehr bewundere ist das nahtlose Take off aus dem Taxi. Als Passagier habe ich das auch schon erlebt. Man merkt euch die Begeisterung für eure Arbeit an !
Vielen lieben Dank fürs Anschauen und das sehr gute Feedback! Es stimmt, wir machen jnsere Arbeit sehr gerne! Der sogenannte „rolling takeoff“ ist nicht immer und überall durchführbar. Aber dort, wo es möglich ist, macht es Sinn, ohne stehen zu bleiben, direkt in den Startlauf überzugehen.
Ich nehme einmal an, dass mit der Startfreigabe "Clear for Takeoff " des Towers die anderen nötigen Bewilligungen wie "line up RW06" obsolet werden auch wenn diese bereits auf dem Rollweg (Taxi) erteilt wurde. Und das ihr die volle Länge der Startbahn ausgenutzt habt lag in der Entscheidung / Verantwortung des Piloten.
Das ist alles zu 100 % korrekt.
Always smooth takeoff....❤ Salute captain sir❤👨🏻✈️✈️🙏🏻🕉🇮🇳
Thank you very much for watching! Have a great day!
Tolles Video. Kommt die Landung in Berlin später noch in einem anderen Video?
Danke fürs Anschauen! Die Berlin Landung kommt auf jeden Fall noch. Das Berlin-Video war leider heute morgen noch nicht ganz fertig. Bitte noch etwas um Geduld. Ich werde es voraussichtlich am nächsten Samstag veröffentlichen. Einen schönen Tag noch!
Another enjoyable video! Tell me, why do they push back so far? Thanks.
Thanks for watching and your good feedback! The pushback is usually done in accordance to local procedures. The ground crew knows the regulations and where they have to push us. Sometimes Ground Control is telling us together with the pushback clearance to do a long or short pushback or something similar. Here I assume that they push us that far back to keep the way to our vacated parking position open for possible incoming traffic.
Do you remain on departure frequency untill you reach the next airspace after takeoff?
Very nice video as always! Thank you for the outstanding quality. Do you feel a difference when flying the A321 with IAE engines and the A321neo with Leap engines? In the simulator it felt like the A321 with IAE engines was "lighter" to fly and not so "sluggish" like the 321neo.
Thanks for watching, your good feedback and your question! I recently flew both airplanes but did not observe a difference in regard to your description. My observation is that the A321 in general is flying more stable than an A319 or an A320. This is due to the additional weight. The approach speed is also higher.
Very cheerful ground crew. Amazing video again. How do you confirm ADIRS status from the MCDU?
I'm sure the First Officer has a very fine airmanship. He was very easy with the controls upon takeoff. But were you expecting some other answer regarding entry into the runway? Like "full length is always better"?
Thanks for watching and your comment! We confirm the status of the ADIRS from the POSITION MONITOR PAGE of the MCDU. You find it via FMGC - DATA - POS MONITOR.
The First Officer is a very nice person and a good pilot! I like to fly with him. The distance between full length and the intersection was very little. So it did not make a real difference which intersection we took. He was pilot flying and did not have a preference. This is completely ok. So I had to decide what we do. This is the way it works.
next time you flight to tenerife south I’ll be happy to say hello on frequency 😁✈️ good flights!
I am looking forward talking to you over the radio! Many greetings to Tenerife!
Great video, thanks Captain for the time and effort you put into entertaining us! Always wanted to know what the typical schedule is for a Captain, how many flights do you complete each week?
Thanks for your good feedback! Flying is like a normal job. Only difference is that we also work on weekends and public holidays. After 5 days of flying, we usually are a few days off. These off days may be in the middle of the week. But we can request off days to accomodate our private life.
The amount of flights differs because some are long and some are short. If we do longer flights, we usually fly 2 legs per day. Shorter flights may result in 3 or 4 legs a day.
The basics about the scheduling are regulated in labor agreements and the applicable aviation laws.
Vielen Dank wie immer für deine spannenden Einblicke 🎉ich schätze deine Positivität und Professionalismus sehr 😊Viele Grüße aus Karlsruhe
Vielen lieben Dank fürs Anschauen und das tolle Feedback! Das freut mich sehr! Viele Grüße nach Karlsruhe und noch einen schönen Tag!
Very nice video as usual! Cool ramp-agent, smooth take-off and the mighty Zlatan Ibrahimović as First Officier!!! ( joking).
Now Mallorca is now the second country of German people, some years ago they came to Italy (Rimini, Riccione...).
Unfortunately the Italians have increased prices and reduced services.... we have lost German tourism!
Have a great Sunday afternoon, greetings from Verona!
Thanks for watching, for your good and very personal feedback and for your support of the channel as a member!!! Have a nice day! Many greetings to Verona!
Great departure! I’ve recently flew from Gatwick to Gran Canaria and back as I was there for a holiday. It was hazy there on departure and it looked a lot better on this departure. We also flew through a jet stream past Madeira island (clear air turbulence), it was bumpy and yet our Captain didn’t switch on the seatbelt sign!
I have a question (it’s not regarding this video though) we flew right over Gran Canaria Airport but we went about 11 miles out from the airport and then swung in from the right, do they accept visual approaches there because it seemed to me it was an ILS approach? We were coming right over the wind turbines on 03L.
Question 2: On our return flight to Gatwick from Gran Canaria, our Captain made the announcement and he said we’ll be landing on the Westerly runway (26L) we ended up landing on the Easterly instead (Runway 08R). How late can ATC provide a runway change so that you have prepare? Many thanks for a great video!
Thanks for watching, for sharing your experience and your questions.
Gran Canaria is a very busy airport. In general, they allow visual approaches. But due to all the traffic, it is not always possible. And some pilots / airlines do not want to fly visual approaches. They fly the full approach and all others have to follow them.
Here is a video of an approach to Gran Canaria: ua-cam.com/video/b3KKZjfijDE/v-deo.htmlsi=obeXQg3MdHhdXxIu
Whenever possible, we want to land and takeoff with a head wind. Sometimes, the wind is changing on a short notice and ATC is changing the landing direction in accordance. Funchal is a very good example. It happened to me very often that during our descent, runway 23 was in use and it changed to 05 as we were getting close to the airport.
There is no limit about how late they can change it. They can change it whenever it is needed. If the wind is changing and we are already close to the final approach, they would ask us if we want to continue with a tail wind or prefer the other runway. If we would prefer the other runway, they would give us radar vectors or a holding to accomodate whatever time we need to prepare for this. Usually, we are already prepared and just activate the secondary flight plan or just change the runway / approach in the primary flight plan.
Many greetings to the UK!
@@ApproachandDepartureVideos Many thanks fort the information - I'm a bit baffled why pilots expect you don't want to fly the approaches visually. It saves time and fuel, that's weird.
Gatwick is like another Dusseldorf, they don't want Visual approaches, however, in the evenings I've seen on FlightRadar that some planes go to Crawley (the town where Gatwick is) and then swing in from the left on 26L approach.
For me personally, I prefer approaching Gatwick on Runway 08R because that side is a lot more rural land in the surrounding area and its easier for me to plane spot on that side too.
Whilst I think about it, I was at the back of the aircraft on my return flight from Gran Canaria as I was on a 321 NEO.
At the back, I felt the clear air turbulence very well. Do you feel it much in the flight deck and do you often get calls from the Cabin Crew at the back of the aircraft letting you know they can feel it badly.
With turbulence (even clear air ones), do you have to keep monitoring your altitude change? For example, you climb to either a higher or lower altitude? But do you have to keep talking to ATC about your plans?
(do forgive me for all of my questions, I am so into my Aviation so much!)
@@motorcycleaddict50 Especially in the Airbus A321 it is more shaky in the back as in the front. This is the reason why we get especially calls from the aft flight attendants with the request to switch on the fasten seat belt signs. Yes, we have to change the altitude sometimes because of turbulence. ATC usually knows from other airplanes if other flightlevels are better.
Thank you so much for this! Maybe one year you’ll be able to fly to Gatwick sometime. Once again, thank you very much for everything that you do.
The pushback driver should have his own youtube channel. I would subscribe 🙂
This is our ramp agent! A very positive thinking person! I would also immediately subscribe to his UA-cam channel - if he would have one.
Hey, erstmal möchte ich sagen super Videos, gerade für Leute wie mich die sich nicht nur für das reine Piloten sein sondern auch für die Flugsicherungsseite interessieren. Schaue dich jetzt seit knapp einem Jahr und würde mir wenn es dein dienstplan zulässt mal wieder ein Heathrow Approach wünschen. Am besten ab dann wenn ihr für LOGAN2H STAR freigegeben werdet damit man die gesamte Arbeit der London TMA mitbekommt.
Vielen Dank fürs regelmäßige Anschauen meiner Videos und das sehr gute Feedback! Wohin ich fliege, hängt immer vom Dienstplan ab. Und der ist immer eine Überraschung. Sobald ich wieder mal nach London geplant werde, versuche ich auf jeden Fall, ein Video zu produzieren. Einen schönen Tag noch!
wegen deinen videos immer mehr bock pilot zu werden.
Das freut mich! Es ist ein schöner Beruf, der mir viel Spaß bereitet. Dann sehen wir uns vielleicht demnächst im Cockpit!
Tug guy was awesome
I agree! He is wonderful!
Was the FO on training to bwcome captain?
No. But he is very experienced. We are usually joking about straight out departures with no or little turns. We call them "Captains Departure" because they are so easy to fly.
Hallo zusammen, vielen Dank für ein wieder sehr schönes Video. Einfach herrlich sich mit einer guten Tasse Kaffee zurückzulehnen und zu genießen.
Bezüglich der Eingabe in der CDU habe ich noch eine Frage, allerdings betrifft die Frage die Approach Seite. Wie gibt man dort unter den Wind-Daten z.Bsp. gusty Winds oder variable Winds ein? Wird bei Gusts die gerundete Mitte genommen? Ich wäre für eine kurze Erklärung sehr dankbar und hätte dann meine Skills wieder etwas erhöht :-) Ich wünsche Ihnen einen schönen Tag.
Vielen lieben Dank fürs Anschauen, das gute Feedback und die
Unterstützung des Kanals!
Gusty winds kann man nicht explizit auf der Approach MCDU Seite eingeben. Wir geben normalerweise den vom Tower angegebenen Wind ohne Gusts ein. Die Groundspeed Mini Funktion sorgt dann dafür, dass wir bei Gusts im Anflug schneller fliegen. Allerdings funktioniert das nicht bei Seitenwind. Wenn wir aufgrund von böigem Seitenwind schneller fliegen wollen, erhöhen wir die Approach Speed entsprechend.
Die Funktion des variablen Approach Speed Targets, das auf Basis der Groundspeed Mini und des aktuellen Winds errechnet wird, kann man bei windigen Anflügen ganz gut auf dem PFD beobachten. Einen schönen Tag noch!
Moin, danke für das Video. Ich bin jetzt auch mal auf die Kanalmitgliedseite gehuscht. Meine Frage wäre: welche Seiten des OFPs ausgedruckt werden. Das sind doch nicht alle, die auf dem Klemmbrett liegen. Eine Seiten Anzahl (1-5 zB. würde sehr helfen. Das OFP Layout habe ich bereits)
Vielen Dank für die Unterstützung des Kanals als Mitglied! Es hängt immer von der Länge des Fluges ab, wieviele Seiten das sind. In etwa sind es die ersten 5 Seiten des BriefingPakets. Wir drucken midestens von Seite 1 bis zum Ende des Flugplans. Auf diesem Dokument machen wir unsere Sprit-Berechnung und alle Zeit- und Sprit-Checks unterwegs. Den Teil des Briefing-Pakets, der Wetter, Notams ….. enthält, drucken wir nicht aus. Diese Daten laden wir lediglich in die Ipads und nutzen sie vom Ipad aus.
You can see why the A350, B787, B777 have 'EFB' integrated into the cockpit, very prominently in the case of the A350. They utilise the EFB so much in these days of electronic charts, SOPs, etc
For us, the EFB is also very important. I think that the A320 has no integrated EFB because the airplane was developed before EFBs even existed. A350 … were developed years later.
Nächstes Jahr startet EW von Erfurt nach Pamla de Mallorca...mein persönlicher Traum wäre natürlich ein departure und approach Video vom Erfurter Flughafen denn ich wohne dort das wäre genial 😍
Vielen Dank für den Vorschlag! Falls ich einen solchen Flug mal im Dienstplan habe, werde ich selbstverständlich versuchen, ein Video zu produzieren. Das kann natürlich dauern. Viele Grüße nach Erfurt!
Hi captain I have a question. Can the autopilot be engaged at cruising altitude or does it have to be engaged earlier?
The autopilot will be switched on whenever the pilot flying wants to do it. Usually it is done latest at about 10,000 feet. It has to be on at the cruise altitude / or when flying straight and level if we are in RVSM airspace. When flying at low altitudes, flying without autopilot would be also ok.
When do you decide to do Packs ON or OFF?
This is usually changing over the year in accordance to the outside temperature. During the warmer months we normally takeoff with packs on to keep the cooling for the cabin. In the colder months it may be different. In general, we always takeoff with packs off if the performance does not allow a packs on takeoff.
Herr Buntenbach, why do you always start engine 2 first and engine 1 second?
This is Airbus standard operating procedure. The reason is that engine 2 powers the yellow hydraulic system which charges the parking brake accumulator. When we would do an engine start without pushback, this would guarantee that we do not move when the chocks are removed. It only matters for an engine start without pushback. When starting the engines during the pushback, we could also start engine 1 first. Technically, this would be no problem. Buit it would not be in accordance to the procedures.
@@ApproachandDepartureVideos thank you for this clear answer.
@@ApproachandDepartureVideos Are you permitted to do a Single Engine Taxi Out? Because then you would use ENG 1 and use Y ELEC PUMP before hand
Why do you always delete the info in the rad nav page after departure?
We delete them because we do not need them any more for the flight. This is standard Airbus procedure which is performed at 10,000 feet after departure. When we do not enter other navaids, navaids will be autotuned from the FMGS. For the next approach, we will set new navaids on the RAD NAV PAGE.
When you ‘hard tune’ some navaids, means they are manually entered in the airbus, they will remain active until you manually deselect them. And you don’t want a navaid, which you not even receive anymore blocking one slot. So Airbus says, delete them at 10.000ft, so the system will autotune some navaids, he thinks that are useful.
AP engaged still THRUST LEVER at TOGA.this time why was delaying moving THRLVR to CLIMB late.
I cannot see any delay here. First of all, the takeoff was not done in TOGA. It was done as a reduced thrust takeoff with a preset flex temperature. So the thrust levers never have been in the TOGA detent. They were set to FLEX. If you watch our briefing, you can see the PERF MCDU page for our takeoff. It shows the FLEX temperature and it shows that the thrust reduction is set to 1500 feet instead of 1000 feet. This is in regard to local procedures at Palma de Mallorca airport. As we reached 1500 feet, the pilot flying slowly reduced the thrust to climb thrust. You can see the result on the FMA display, which is located in the upper area of the PFD.
@@ApproachandDepartureVideos thanks capt showing corect picture.sorry its my mistake not seen things corectly.
Ok. No problem. Have a nice day!
Aaaaaand like ! 👍
i want to know the PFD mach display time is base altitiud or speed??
That’s called the crossover altitude. When you climb with a constant optimal calculated IAS your Mach will gradually increase with altitude. Same on descent, when you descent with a constant Mach your IAS will increase. Easily said, at high altitudes pilots will use Mach number because it’s the most meaningful parameter. Here you are most limited by MMO, where ever in low altitudes, your IAS is limiting with a VMO. That all depends on the atmosphere.
thank you for you professional answers
@@classics6367
H7 or the last one ? what do you prefer ?.......... I don't care....... :):):)
Both taxyways were were close to each other and ok at this nice and long runway.
No taxing allowed for copilots?
No. Company SOP requires the captain to taxi the airplane.
787 , 380s , 777, 747 and other Long haul Flight Pilots are in it for the money, while This guys simply want to Take-Off, Fly, and Land as much as they can.
I cannot comment on the long haul pilots. Sure, they earn more money and fly between time zones …. I am only doing short and medium distance flights and like it very much. Have a nice day!
Schade dass ihr euch im Cockpit nicht deutsch in einem deutschen Flieger unterhaltet. Gespräche mit dem Tower usw. in Englisch ist klar aber unter euch im Cockpit doch unnötig. Habe Videos von Franzosen gesehen die sich im Cockpit grundsätzlich französisch unterhalten. Leider ist es ziemlich schwierig die Übersetzungen nebenbei zu lesen....
Vielen Dank für Dein hilfreiches Feedback! Wir können uns ja frei aussuchen, ob wir Deutsch oder Englisch oder eine Mischung davon sprechen wollen. Die festgelegten “Callouts” sind allerdings immer in Englisch zu machen. Unsere Handbücher sind auch alle in englischer Sprache verfasst. Ganz ohne Englisch geht es deshalb nicht. Zukünftig wird es aber regelmäßig auch Videos geben, in denen wir Deutsch sprechen werden. Es gibt ja jetzt schon ein sehr beliebtes Video von einem Anflug auf Düsseldorf, in dem wir uns in deutscher Sprache unterhalten, hier auf dem Kanal.
ich habe auch schon ein französisches Video gesehen mit einem Inlandsflug von Mayotte nach Paris. Sie haben für die Zuschauer Englisch gesprochen und auch ATC darum gebeten. Englisch mit heftigem Akzent 😝
Danke für die Antwort. Mir geht es darum, dass mein Englisch halt noch Schulenglish ist und über 35 Jahre her... Da vergißt man ne menge und mit 62 habe ich nun wirklich keine Lust das neu zu lernen...lächel@@ApproachandDepartureVideos
F/O “I don’t care” 😂
The difference was just very little. So it did not really matter which intersection we used.