Das hat mal wieder richtig Spaß gemacht zuzuschauen. Ich kann es gar nicht oft genug wiederholen - dieser Kanal ist ein absolutes Highlight! Bitte weiter so.
Vielen Dank fürs Anschauen und das gute Feedack! Das freut mich sehr! Bitte weiterhin allen vom Kanal und den Videos erzählen. Vielen Dank vorab für die Unterstützung! Einen schönen Tag noch!
WOW! Zum ersten Mal solch ein Video gesehen- echt sehr beeindruckend! Intressant wie man heutzutage fliegt, ohne mittiges Steuerruder wie man es halt früher hatte. Danke für dieses tolle Video! Allzeit guten Flug!
Vielen Dank fürs tolle Feedback! Schön zu hören, dass das Video neue Eindrücke gezeigt hat, die so noch nicht bekannt waren! Was das Steuerhorn betrifft ist es so, dass die modernen Airbusse alle mit einem Sidestick ausgestattet sind. Bei Boeing und anderen Herstellern gibt es noch das klassische Steuerhorn mittig vor dem jeweiligen Piloten im Cockpit. Bitte allen vom Video berichten! Danke auch für die guten Wünsche! Das gebe ich gerne zurück und wünsche noch einen schönen Tag!
We have it, not close to the scope of real world female ATC, but the last VATSIM „cross the pond eastbound“ event had female ATC at Nuuk/Reykjavik Control. I also came across female ATC in the upper Geneva sector of Swiss Radar and many pilots too :D
Das freut mich sehr! Vielen lieben Dank fürs super Feedback! Bitte allen von den Videos berichten! Herzlichen Dank vorab für die Unterstützung! Einen schönen Tag noch!
Thank you for watching and for sharing your good feedback! Please tell everybody about the videos! Thanks in advance for your support and have a nice day!
Thanks for sharing your good feedback! If possible, please tell everybody about the video and the channel! Thanks in advance for your support and have a nice and relaxed evening at home!
Thanks for your great feedback and for subscribing to the channel! Please help me and tell everybody about the channel! Thank you very much in advance for your help!
Another great video! I grew up in the lake area south of Salzburg, called Salzkammergut. Thanks for taking us along on the outside check including the explanations.
Thank you very much for watching, for sharing your good feedback and for your financial support of the channel as a member! I visited the Salzkammergut a few years ago and remember it as very beautiful, especially the nice lakes. Best greetings to Austria!
Hey captain! Thanks for the long and detailed videos. We are really apperaciating that. Last month i completed my flight school journey and recieved my frozen ATPL, and i will start working on my type rating soon. Eurowings is my second airline to go after Lufthansa, hopefully we come across one day in the cockpit!
Thanks for sharing your very personal feedback! It’s great to hear that you completed flightschool and start your type rating soon! I wish you all the best and lots of fun during your type rating training and hope to see you soon in the cockpit!
Hello captain, Im 17 years old and i want to be a pilot in Eurowings as well. So that why I watching your videos to continue learning and of course enjoying. I like your videos so much, keep going 👍
Thank you Captain Stefan for the wonderful videos and effort you put in it. Non-pilots like me can still go on this virtual flight together with you, which is a great privilege. Thanks and keep on posting please :D
@@Venks-b7d Thank you very much for watching my videos and for sharing the good feedback! Please tell everybody about the videos. Thanks in advance for your support. Have a great day!
When you rotated each engine fan, it surprised me they went 'clank clank clank' - I guess when spinning the blades move 'out' slightly to form a tight edge seal with the inlet? Modern engines are absolutely amazing!
As I did my first flight long time ago with a CFM equipped Airbus A320, I was also very surprised during the outside check. We called maintenance and they confirmed that everything is normal. The IAE engines do not do any clank clank clank noise.
Thanks for watching and for sharing your good and helpful feedback! Please help me and tell everyone about the channel! Thanks in advance and have a great day!
Nice one! It’s great to see these full flights more often. Tomorrow afternoon, I’m flying from Gatwick to Gran Canaria for a bit of time away for 5 days. Usually, we’ll fly over Las Palmas, go back out to sea again, and then swing in on either 03L or 03R (hopefully 03L!) But it’s not very often that 21L and R are not used very often. And I’ll be taking my ATC Radio so I can listen to the Canaries airspace!
Thanks for watching, for sharing your personal feedback and for your financial support of the channel as a member! I wish you a great time on Gran Canaria Island!
When you hear your friend from flight school on the radio 😅 6:02 How cool is that 😎 Kevin is more than ready for departure for his solo XC 👍🏻 Grüße gehen raus, Servus ! 🛫
I like those videos so much ! I have NEVER seen others videos like this exept here ! Your a very good content creator keep it like that 👌 Your biggest french fan
Thank you so much for the very good feedback! It's great to hear that you like the videos! Please tell everybody about the channel! Thanks in advance for you support! Many greetings to France!
Great as always!! Indeed the Channel is now so important that I see Police Charlie was lifting to give you a police escort from Salzburg, wunderbar!!! 😂😂😂
@@Cucumbear1872 Thanks for watching and for sharing your very personal experience! I am sorry about that you did not take the path into aviation as a young man. This is the reason why I always recommend that eveybody shall follow his or her dreams if it is somehow possible. I know several well paid people who are working in an office and are not really happy because they did not follow their dreams.
Vielen Dank fürs Anschauen und das gute Feedback! Grundsätzlich ist Bremen möglich. Ich war auch schon mal mit dem Airbus dort. Das ist allerdings schon etwas länger her und ich habe damals kein Video aufgezeichnet.
Thanks a lot for watching and your good feedback! Also, thank you very much for your financial support of the channel as a member! Without the financial support of the members, the channel would not be possible!
Thanks. The cruise altitude was set in the MCDU to FL380. We never reached FL380, so the system was a little bit confused. It even did not want to do the managed descent from FL360 because it expected us first to climb to FL380.
What a suprise to discover a brand new video on your channel! Thanks a lot! I am wandering why the pitch in the pfd while in cruise stays a little bit up in the blue like 2.5 deegree and not level on horizontal line ...
Thanks.for watching and your question. If you like the videos, you can see a new video here every Saturday morning. The horizon shows the pitch of the airplane. When flying straight and level, the pitch is about 2.5 degrees up and not level. Please check also the approach. You will see even on final approach a positive pitch. Check out 1:08:30 The plane is descending with flaps one and a pitch of about 5 degrees nose up. Also, during the rest of the final approach, you will see most of the time something between 0 degrees and 3 degrees pitch up.
Superb video.( as always !). Thanks. Question : When ATC gave you "Descend to FL260 to be level at EKSAK", the FO put in FL250 (not FL260) into the FPLN. This is not what I would have expected. Can you explain why ? I realise , the FL260 was selected on the MCP so no danger of busting that clearance but why the FPLN.
Thanks for watching and for your good feedback! First, he set the altitude at the FCU to the cleared level of 260 and then he intentionally entered FL250 as constraint at waypoint EKSAK in the MCDU. The reason for this is that the flight management system calculates with an idle descent and usually we arrive with a high descent rate at the target altitude. To avoid this, we enter an altitude which is lower than the cleared altitude in the MCDU (but not in the FCDU!). This moves the calculated top of descent a little bit in our direction and gives us the possibility to reach EKASK at FL260 with a good reduction in the descent rate before reaching the level. A high descent rate when approaching an altitude may cause TCAS resolution advisories when there is nearby traffic.
Have to say, those loose fan blades really disturb me for some reason. I'm sure there is a very good technical/physics reason for them to clink when you gave them a spin but that just seems not normal to me. Great walk around segment all the same! Great post, thanks!
I agree, it is strange to hear the clicking fan blades. A long time ago, as I did my first flight with an CFM powered Airbus, I did the outside check and thought that the engines were broken. I was a First Officer at that time and asked the Captain. It was also the first CFM Airbus flight for him and he did not know about the clicking engine noise. So we called maintenance and they confirmed that everything is right. It is just a little different when compared to the IAE engines which we flew exclusively until then.
@@ApproachandDepartureVideos can you expand this trick in the Airbus to the effect that you „preselect“ a HDG before reaching the discontinuity in case that ATC asks you to fly something like „leave DOMUX heading 250“? So while still in NAV you could dial-in HDG 250 turning the knob to the left and as long as the HDG FCU window keeps displaying that number with a dot behind (it is memorised for up to approximately one minute I think) it is memorised and will turn automatically towards that heading in selected/selected mode when passing the discontinuity point. This at least works on the more serious/expensive flight simulator addons and is a little help to make things smooth and easy
This is all correct. If I remember correctly, the HDG stays for about 45 seconds until it disappears when still in NAV mode. I do this all the time. When ATC asks us to fly a certain heading after passing a certain fix. I enter a discontinuity and when the plane reaches the fix, the autopilot reverts to HDG mode and turns to the earlier preset heading.
Vielen Dank fürs gute Feedback! Bitte allen von den Videos und dem Kanal erzählen! Herzlichen Dank vorab für die Unterstützung und noch einen schönen Tag!
Lovely video as ever, and a great way to start my weekend. I have a question if I may. What was clicking as you were rotating the fans during your ground check? It sounded almost like a ratchet of some sort. Thanks :)
Thanks for watching and your great feedback! The CFM fanblades move a little and generate this noise. IAE engines do not do that. The IAE fanblades are in a fixed position.
Thanks for watching, your good feedback and your question! Usually, we discuss before the first flight who will be the pilot flying. Here it was easy because the Captain always has to land at Salzburg airport. So I had to be pilot flying at the first flight and the First Officer did the flight from Salzburg to Düsseldorf. Sometimes, we even flip a coin to find out who will be the pilot flying. If we do 4 flights on a day, every pilot will do as pilot flying one flight from the home base and one flight to the home base.
Hallöchen :) Vielen Dank wieder einmal für die wunderschönen Aussichten. Warum startet man eigentlich erst immer Engine 2 vor Engine 1( eigentlich folgt ja nummerisch die Zahl 2 der 1)? Viele Grüße aus dem schönen Aschaffenburg und natürlich happy landings :)
Danke fürs gute Feedback! Wir starten Triebwerk 2 fast immer zuerst, weil damit auch das gelbe Hydrauliksystem gepowered wird. Dieses Hydrauliksystem ist unter anderem für die Parkbremse zuständig. Wenn wir keine Bremse benötigen, könnten wir auch theoretisch Triebwerk 1 zuerst starten. Viele Grüße nach Aschaffenburg!
Tolles Video wie immer. Hat eigentlich jeder Pilot sein privates Headset? Wäre meine Vermutung aber irgendwie haben alle Piloten in deinen Videos immer das DC pro-x Headset auf dem Kopf :).
Gute Frage. Headsets werden von der Airline zur Verfügung gestellt und gehören zum Flugzeug. Wir müssen da nichts mitbringen. Die Firma stellt auch Desinfektionstücher, persönliche Ohrmuschel-Covers und Mikrofon-Windschutz zur Verfügung.
Thanks for watching, your good feedback and your question. If we enter DIRECT TO WITH ABEAM, the FMGS generates new waypoints abeam the waypoints of the old non direct routing and puts them in the new direct routing. These waypoints are shown in the MCDU with the old name plus the prefix AB. We use those abeam waypoints sometimes for fuel and time checks.
Was there a certain reason to pgm FL 250 at EKSAK although cleared to FL260 at that WPT? However, as always a great pleasure as well as a priviledge to sit and watch you.
Thanks for your good feedback! He entered FL250 instead of FL260 for EKSAK in the MCDU to get a better top of descent and descent calculation to avoid TCAS resolution advisories. The normal FMGS descent precalculation does not take an early reduction of the descent rate into account. With the lower entered altitude, it usually works much better. Please tell everybody about the channel! Thanks in advance for your support!
@@ApproachandDepartureVideos Would it make sense to follow the outstanding close loop communication concept as well in this case and to verbally inform the PNF about programming FL 250 instead 260 - just to make him aware of the descision and to share the knowledge?
Very good and interesting question! We have to call out the set altitude at the FCU. This was done after the altitude was set. I saw that he entered FL250 in the MCDU in addition. He realized that I saw it, so there was no need for additional communication. This ATC clearance is very common when approaching EKSAK. It is due to the airspace structure. It is also very common to enter -FL250 in the MCDU when cleared to FL260 to avoid Tcas RAs. So there was no need to explain something or so. But, it also would be ok for the pilot flying to explain what he did. In general, some pilots like more communication, others less. This is even true for check pilots. If the pilot who is checked is talking a lot, one checkpilot may say it was great, and the other pilot was always informed about the thoughts of the other pilot. The next checkpoint may say you talk too much and overload the other pilot.
@@ApproachandDepartureVideos All you say makes absolutely sense to me. Thank you for being that open and responsive. To me it proofes once more your outstanding professionalism in all you do. Thank you for this to me highly interesting exchange on the topic. All the best to you!
Guten Abend, herzlichen Dank für dieses tolle Video, welches wieder den ganzen Flug in all seinen Facetten abgebildet hat. Mich würde allgemein interessieren, wie genau der "VLS-Check" vor der Landung funktioniert. Dort wird geschaut, ob die aktuelle Geschwindigkeit zu der VLS auf der Approach-Seite der MCDU passt, damit man nicht zu schnell oder zu langsam wird? Noch einmal ganz herzlichen Dank. Ich freue mich auf die nächsten Videos. Viele Grüße Andreas
Vielen Dank fürs Anschauen und das gute Feedback! Beim VLS check vergleichen wir die VLS auf dem PFD mit der VLS in der MCDU. Je nach Flugzeug kommen sie aus unterschiedlichen Quellen. Die PFD VLS kommt aus dem FAC Computer und wird auf Basis des Anstellwinkels und des Schwerpunktes errechnet. Die VLS in der MCDU wird auf Basis des Gewichts vom Ladeplan und dem noch im Tank vorhandenen Sprit errechnet. Ist die PFD VLS höher, schlagen wir die Differenz zur MCDU VLS auf die Anfluggeschwindigkeit in der MCDU auf.
Thank you for your great videos captain! I have a question: Why didn’t the first officer respond with “pressure zero” after brake check or isn’t that mandatory? Or was the pressure not zero and thats why? Greetings
He did not respond with "Pressure Zero" because it was not required. It depends on the airplane. The call "Pressure Zero" is only required at airplanes which require a "brake transfer check". This airplane is not one of them.
"You need to have layovers here" exactly! That has always been one reason to become a pilot. But I think more and more, that it should not be such a reason anymore cause nowadays, unfortunately, its not standard to work for an airline that does layovers. Most return home or the layovers go towards minimum rest which should really be used for rest only.
Salzburg is a vey beautiful city. Perfect for a layover or a short vacation. If the airline provides layovers to the crews depends vety much on the airline route setup. All the long distance carriers offer layovers and some other airlines even provide layovers for the short or midrange fleet. Sure, all provide most of the time only minimum rest.
@@ApproachandDepartureVideos imagine you were 20 years old today, with that in mind and all the other developments in the industry, would you still go for the pilot career?
@@adennis200 This is a very interesting question! In general, everybody should follow his or her dreams. And if somebody wants to be a pilot he or she shall do it. I know people who are sitting well paid in an office but they are not lucky because they did not follow their dreams. If you can start the training at a major airline training center with a guaranteed job, this shall work fine. But my suggestion is that it is always a good idea to have a second job opportunity. This can be through an aviation related university degree or another degree which can be achieved before, during or after the pilot training. This opens job opportunities for times at which the demand for pilots will be reduced.
1:16:51 ich vermute, dass der Follow Me die Straße sperrt und der weiße Pkw verbotswidrig dort passiert oder wie muss ich mir die kurze Verfolgung im Anschluss erklären? Tolles Video wie immer!
Interessante Beobachtung und gute Frage! Wie da die genauen Regeln für Fahrzeuge in Düsseldorf sind, weiß ich auch nicht. Aber es sieht ein wenig so aus, wie als würde das Follow-Me-Auto die Straße sperren und das weiße Auto daran vorbeifahren. Es könnte ja auch sein, dass das Follow-Me-Auto nur schnell wegfährt, um das nächste Flugzeug einzuweisen oder einen Einparkvorgang abzusichern. Vielleicht liest das ja jemand, der sich damit auskennt und kann uns bezüglich der Details aufklären.
Nice video cpt. Don't know the timings But i don't like the dly code 15 Boarding, discrepancies and paging, missing checked-in passenger at gate😂😂😂 15 has consequences for handling agent. Tks for all your videos❤
We got the code from the ground handling. It shall be as accurate as possible. I do not think that it will have consequences for the ramp agent. He did a great job.
Vielen lieben Dank für das Mitnehmen vom Flug vom Wolfgang Amadeus Mozart Flug zu Salzburg nach Düsseldorf ich hätte eine Frage muß man wenn man die Turbinen starten vorglühen Kerosin ist nach meiner Meinung zwischen Diesel und Schweröl liebe Grüße aus Neuss und allzeit guten Flug
Vielen Dank fürs "Mitfliegen"! Wir müssen da nichts extra vorglühen. Der Startvorgang läuft meist automatisch ab. Zunächst wird die Turbine mithilfe des Startes, der mit Pressluft aus der APU angetrieben wird, beschleunigt. Dann wird die Zündung eingeschaltet und danach das Kerosin in die Brennkammer eingespritzt. Nach dem Hochlauf des Triebwerkes auf eine bestimmte Drehzahl wird dann der Starter wieder abgeschaltet und auch die Zündkerzen gehen wieder aus. Viele Grüße nach Neuss und noch einen schönen Tag!
Good question! To leave the stand with such a sharp turn, we initiate the turn with the tiller and try to start with idle power, but if this is not enough to get the plane moving, we use only thrust on one engine together with the tiller to get the plane turning in the right direction.
@@ApproachandDepartureVideos thank you for answering 😊 I'm doing my ATPL currently. Hopefully I'll hear you on the frequency one day. Also, have you flown to gothenburg (ESGG)?
hey - I am a noob so correct if I am wrong. Initially you flew a CAT III ILS approach with both autopilots right? Isn‘t this sufficient for an Autoland or why did you opt for the manual landing with CAT I ILS? (I am not sure my wording is correct)
With 2 autopilots on, the Airbus approach status was CAT3 DUAL. This would be good for an autoland ILS approach with no decision height. But for autoland also the airport must have low visibility procedures in progress and the runway must be approved for autoland. This is only the case if the weather is really foggy. So we had to switch off the autopilot and do a manual landing.
I am sorry. I cannot reveal any information about the details of the audio and/or the video recording in a public forum. I hope for your understanding.
Another epic video, thanks again for sharing your amazing days in your "office"!!! I have a question: in your videos there is often a technical term that refers to the altitude that I can’t understand. "Calacola" or something like that. Please, check 15:23 and let me know what it is. Thanks in advance, warm regards
Thanks for your great feedback! The term is color coded. It refers to our charts and the obstacle situation. If you watch 0:27 you see a chart. In the left upper corner you see color codes which you then see also in the chart as a background color. They show very detailed the height of terrain or/and other obstacles. Here, for example, you see an MSA of 11000 feet in our initial departure sector. But if you check the background color layers along our routing and the elevation of the obstacles, you see that we can fly safely much lower than 11000 feet as long as we stay on the routing or somewhere left of the routing to the extended arrival centerline of runway 15.
@@ApproachandDepartureVideos Thanks for the precise explanation, I had guessed that it referred to the MSA but I could not understand the words used in that case. I will soon have a session at the simulator of A320, near Verona has just opened a company that makes "fly" aviation enthusiasts. Thanks to his videos and explanations the experience will be very realistic! Have a great Sunday afternoon.
Kein Grund zur Panik: Alles normal. Die Start- und Landebahnen sind fast nie richtig eben. Außerdem rollt unser Bugrad oft über die in der Landebahnmitte eingelassenen Lampen. Diese sind zwar versenkt, aber die Bahn ist dort nie ganz eben. Das führt gerne zum Klappern. Deshalb steuern wir schon mal etwas von der Mitte der Bahn weg, um das zu vermeiden oder zu reduzieren.
TH-cam ist ein Medium, das sich durch Werbung finanziert. Deshalb sieht man bei TH-cam Werbung. Wenn die Zuschauer nicht auf "überspringen" klicken, kommt bei mir ein Teil der Werbeeinnahmen an. Hinzu kommt ein Teil der Einnahmen, die die Miglieder des Kanals bezahlen, um den Kanal finanziell zu unterstützen. Das sind die einzigen Einnahmen, denn der Kanal hat keine Sponsoren. Auch wenn es vielleicht nicht so aussieht, ist die Bearbeitung und Endproduktion der Videos zeit- und kostenaufwendig. An manchen Tagen bringe ich 1 bis 2 Terrabyte Videomaterial mit. Das muss gespeichert und weiterverarbeitet werden. Im Schnittprogramm liegen dann teilweise 8 4k Videoquellen an, die parallel zu einem Bild verarbeitet werden. Dabei entstehen noch mehr Daten. Die dafür nötige Technik kann man nicht beim Discounter kaufen. Alleine 1 Terrabyte Speicher kostet heute 20 Dollar. Auch die Videotechnik, die die Aufnahme der ganzen Flüge erst möglich macht, kostet Geld. Einfach mal eine Gopro kaufen und dann loslegen funktioniert leider nicht. Deshalb möchte ich mich an dieser Stelle auch noch einmal bei all denjenigen bedanken, die den Kanal finanziell durch ihre Mitgliedschaft unterstützen, die ein finanzielles Dankeschön geschickt haben oder sich die Werbung mal anschauen und nicht gleich auf weiter drücken. Ohne die Unterstützer gäbe es den Kanal entweder gar nicht mehr oder zumindest nicht mehr in der aktuellen Form, die auch viele ausführliche und lange Videos zeigt.
Why did you take off with the altimeter set to QNH rather than field QFE ( surely better to read zero height if having to return to land on the same runway ) ?
We have to use QNH. There is no choice. This is true for all pilots, including private pilots with small airplanes. I think Russia was one of the last countries which stopped using QFE a few years ago. You are right that with QFE the barometric altitude indicator shows the altitude above the runway. But if there is another airplane in the air which uses the QFE from a different airport which may have a higher or lower elevated runway, they would be at a different geometric height, even if the altitude indication in the airplanes would be the same. A good separation of traffic and from obstacles is nearly impossible with the use of QFE. All altitude information on charts .... is based on QNH. With QNH, the barometric altimeter shows the elevation of the runway, if you are standing on that runway. With QFE, the indication would be Zero.
Riesen Respekt an euch! Ich denke man muss hier Nerven aus Stahl haben. Ganz dumm gefragt, wie ist hier die Fehlertoleranz fuer nicht-lebensbedrohliche Fehler? Zum Beispiel wenn aus Unachtsamkeit das Flugzeug in die Alpha Floor Protection geht, muss man hier als Pilot Rechenschaft ablegen oder "kann das halt mal passieren" ?
Vielen Dank fürs Anschauen und das gute Feedback! Grundsätzlich ist es so, dass natürlich Fehler passieren können. Pilotinnen und Piloten und auch unsere Kabinencrews sind nicht unfehlbare Menschen. Wenn ein Fehler passiert, dann ist vorgegeben, dass wir diesen im Rahmen eines Reports aufzeigen. Das wird dann analysiert und anonymisiert auch den anderen Crews zugänglich gemacht, damit sie den Fehler nicht auch machen. Eventuell werden auch Verfahren oder was auch immer dazu geführt hat, verändert. Wenn der Fehler nicht vorsätzlich gemacht wurde und entsprechend berichtet wurde, gibt es keine disziplinarischen Maßnahmen. Je nach Notwendigkeit kann es natürlich ein Training oder etwas Vergleichbares für die Crew geben. Es geht nicht darum, jemanden zu bestrafen sondern die Luftfahrt sicherer zu machen. In diesem Rahmen bekommen wir auch Reports von anderen Airlines zur Verfügung gestellt. Ich habe in meiner Zeit auf dem Airbus noch nie davon gehört oder gelesen, dass eine Crew aus Unachtsamkeit in die Alpha Floor Protection hineingeflogen ist. Zum Beispiel bei Windscherungen kann es vorkommen, dass die Alpha Floor Protection aktiviert wird. Das ist aber in der Situation normal und hat nichts mit Unachtsamkeit zu tun.
@@ApproachandDepartureVideos Dankeschoen fuer Ihre informative Antwort, so macht das ganze auf jeden Fall Sinn und Fehler werden so in einer sehr konstruktiven Art und Weise gehandhabt. Mein Gedanke war, dass jedem Menschen Fehler passieren, unabhaengig wieviel Erfahrung dahinter steht. Hatte dann nur mal vom Fall einer 777 gelesen, die beim Takeoff einen Tailstrike hatte aufgrund von falschen Takeoff Parametern, was dann meines Wissens nach auch personelle Konsequenzen zur Folge hatte.
Ich kenne die Details bezüglich des 777 Vorfalles nicht. Deshalb kann ich das nicht kommentieren. Wenn Fehler mit Absicht gemacht werden, gibt es sicher überall auf der Welt disziplinarische oder personelle Konsequenzen. Es werden aber nur sehr selten Fehler mit Absicht gemacht. Wenn sie denn dann unbeabsichtigt passieren, ist es wichtig, dass eben keine personelle Konsequenzen drohen, falls man sie berichtet. Diese Berichte sind extrem wichtig und führen am Ende dazu, dass Verfahren verbessert oder verändert werden, Trainingsprogramme entwickelt werden und andere Pilotinnen und Piloten dafür sensibilisiert werden. Dafür sorgt die "non punitive" Fehlerkultur. Also eine Kultur, die Fehler akzeptiert und daraus lernt mit dem Ergebnis, dass das Fliegen immer noch etwas sicherer wird.
Samstag morgen und ein neues Video, das kann nur gut werden. 8:15 Mal ne technische Frage von einem Armchair-Piloten. Ich dachte bisher, dass der Pin des Ramp-Agents ein Einziehen des Fahrwerks am Boden verhindert, aber du sagst ja, dass er euch dieses Mal den PIN nicht zeigen kann, ergo wird es ja eher was mit dem Push-Back Truck zu tun haben. Ist das der Pin der Verbindungsstange und was würde passieren, wenn der vergessen wird?
Der Pin ermöglicht die Hydraulik des vorderen Fahrwerks zu umgehen sodass dieses seine Richtung ändern kann und der Pushback Truck das Flugzeug steuern kann.
Vielen Dank fürs gute Feedback und die Frage! Es gibt einmal die Gear Pins, die sind relativ groß und wir prüfen beim Outside Check ob sie entfernt sind. Sie verhindern das Einfahren des Fahrwerkes. Dann gibt es einen kleinen Pin, der beim Pushback vom Pusshback-Operator oder Ramp Agent am Bugrad in ein kleines Kästchen gesteckt wird. Er deaktiviert die Bugrad Steuerung, damit der Pushback Truck nicht dagegen steuert. Hier erfolgte kein Pushback. Dann wird auch kein Pin eingesteckt oder gezeigt.
You mean this famous click-click-click-sound? It depends on the actual engine type, but many modern day turbofan engines have so called "mid span shrouds" between the fan blades. They are used to stabilize the blades, reduce vibration and maintain torsional rigidity. Now, other than common believe, the fan blade roots are not fixed mounted to the drive shaft. They only use a "dove tail" mount, leaving little gaps between the fan roots and the mount, giving the fan blades some tolerances to move. As soon as you power up the engine, the centrifugal force will push the blades into the mount and keep it in position. This method reduces a lot of mechanical stress. So, what's the sound? When the engine is not running, the fan blades can move rather freely, leaving a small gap between them. What you hear is the shrouds of the fan blades bumping into each other due to gravity each time you turn the fan. But keep in mind, it depends on the engine type, not all engines do that. Here's a little video that shows it: th-cam.com/video/R5a59kPky3A/w-d-xo.html
I suggest that next time you watch a video thoroughly before you make such a wrong statement. We were watching the approach sector all the time because we were taxiing with the view to the approach path. At 12:09 I even told the First Officer that the approach sector is clear. At 12:35 and at 12:50 you see me turning my head again to check the approach path to Rwy 33 and at 12:59, you can see me turning my head to the left to check also the opposite direction before entering the runway. What more would you expect?
Sure. No problem. Maybe you watched the video on a small cellphone and did not see the movement of my head as I personally checked both approach directions during our lineup procedure. I always suggest to watch the videos on a large 4k TV. This gives the best impression and shows all the details at best.
Hi captain Once again you have put together a truly great video in the life of a pilot routine Just completed my 2 hours in real A320 simulator. So put to practice all I’ve learned and continue to learn from your channel best regards Steve 🧑✈️ Also feel free to view my experience on my new Easyjetstream channel
Controller Pilot Datalink Communications. This is a system which transfers messages digitally and in writing between ATC and the airplane and vice versus.
It is all about energy management. Sure, you can always use the landing gear to slow down. Sometimes it is the only chance. But here it would have been a bad idea because we only needed a little more drag. The landing gear would have provided way too much drag and would have caused more noise, more fuel use and emissions. The recommendation for Düsseldorf is that we shall not extend the landing gear before passing 2000 feet whenever possible.
We switch the westher radar on if we are on the way to the runway when there are no persons nearby. What you see in the video is the ND terrain picture which is generated from the terrain database which is stored in the airplane. This picture has nothing to do with the radar system.
@@phil4475 The workload in regard to the videos starts after the flight when I do the post production. This takes a good amount of time for each video.
die rollfeldbusse erinnern an den colani designer ...schlimm lustig finde ich dat verkaufsargument der dritten türe im solobus "schneller fahrgastwechsel" und in "echt" kann'ste so manchen die schuhe zubinden beim rauswartscheln ...3,20meter höhe schätze ich ...lieber mercedes ! österreich is ja "gemütlich" , bleibt zu hoffen das fluggastabfertigung wieder wie früher wird 🤞
We are allowed to talk German and/or English in the cockpit. Our manuals, callouts ... are published in English. Also the communication with ATC and foreign ground ops is aways in English.
Wir können Englisch oder Deutsch sprechen. Meist wird es eine Mischung. Alle Callouts und Checklisten sind in Englisch und die Kommunikation mit den Lotsen findet ebenfalls immer in englischer Sprache statt.
![BOWKYLION - วิงวอน (ex-change) [Official MV]](http://i.ytimg.com/vi/cLdnZWDaO-w/mqdefault.jpg)
Please make sure to watch also my other full flight videos: th-cam.com/play/PLa2FUXnb0gRDxTwj--G07ivQQ80pe2eG4.html
What a way to start a saturday morning, coffee and a full flight.
Same here haha. For me its a capuccino, made by my portafilter machine
Thank you so much for your great feedback and your financial support of the channel as a member!
Das hat mal wieder richtig Spaß gemacht zuzuschauen. Ich kann es gar nicht oft genug wiederholen - dieser Kanal ist ein absolutes Highlight! Bitte weiter so.
Vielen Dank fürs Anschauen und das gute Feedack! Das freut mich sehr! Bitte weiterhin allen vom Kanal und den Videos erzählen. Vielen Dank vorab für die Unterstützung! Einen schönen Tag noch!
Schön wie alle mit einbezogen werden. Bodenpersonal Respekt an die Wertschätzung vom Kapitän 💪😂
That grounds crewman is the most energized individual on the planet, and it's infectious.
YOOOO GROUND HERE!
Thanks for sharing your good feedback! This sounds very good!
WOW! Zum ersten Mal solch ein Video gesehen- echt sehr beeindruckend! Intressant wie man heutzutage fliegt, ohne mittiges Steuerruder wie man es halt früher hatte. Danke für dieses tolle Video! Allzeit guten Flug!
Vielen Dank fürs tolle Feedback! Schön zu hören, dass das Video neue Eindrücke gezeigt hat, die so noch nicht bekannt waren! Was das Steuerhorn betrifft ist es so, dass die modernen Airbusse alle mit einem Sidestick ausgestattet sind. Bei Boeing und anderen Herstellern gibt es noch das klassische Steuerhorn mittig vor dem jeweiligen Piloten im Cockpit. Bitte allen vom Video berichten! Danke auch für die guten Wünsche! Das gebe ich gerne zurück und wünsche noch einen schönen Tag!
Thank you for another great full flight Captain. I enjoy my weekend mornings with a good flight. It's relaxing. Have clear skies!
I love to hear this! Have a great weekend!
Thanks for having a chat with the ground crew and showing my former colleagues 😄
LG an die OPS! (rz)
Thanks for watching and for your good and helpful feedback! Have a nice day!
Lots of female ATC this time, great, we need this on VATSIM, female pilots and ATC. Greetings.
We have it, not close to the scope of real world female ATC, but the last VATSIM „cross the pond eastbound“ event had female ATC at Nuuk/Reykjavik Control. I also came across female ATC in the upper Geneva sector of Swiss Radar and many pilots too :D
Thanks for sharing your feedback! Have a nice day!
Vielen Dank für einen weiteren Full Flight, Captain! Man kann für diese tollen Videos gar nicht oft genug DANKE sagen!
Das freut mich sehr! Vielen lieben Dank fürs super Feedback! Bitte allen von den Videos berichten! Herzlichen Dank vorab für die Unterstützung! Einen schönen Tag noch!
I just love these videos, thank you so much for sharing this!
Thank you for watching and for sharing your good feedback! Please tell everybody about the videos! Thanks in advance for your support and have a nice day!
Good morning! That's a another wonderful journey to DÜSSELDORF airport. Good job, captains!
Thanks for watching and for sharing your great feedback! Have a nice weekend!
Another wonderful experience, to be able to fly from Salzburg to Dusseldorf whilst lying on the sofa at home drinking tea. 👍
Thanks for sharing your good feedback! If possible, please tell everybody about the video and the channel! Thanks in advance for your support and have a nice and relaxed evening at home!
I'm a new subscriber, love your videos... Thank you so much 🥰👍👍👍👍💕
Thanks for your great feedback and for subscribing to the channel! Please help me and tell everybody about the channel! Thank you very much in advance for your help!
So cool! Just spent 24hrs in the sim for the MCC....makes following these videos so much easier.
I love to hear that! Good to know that the videos helped you for your MCC! I wish you all the best for your aviation career!
Another great video! I grew up in the lake area south of Salzburg, called Salzkammergut. Thanks for taking us along on the outside check including the explanations.
Thank you very much for watching, for sharing your good feedback and for your financial support of the channel as a member! I visited the Salzkammergut a few years ago and remember it as very beautiful, especially the nice lakes. Best greetings to Austria!
so ein nettes Team und ein schönes Video, DANKE!!!
Vielen Dank fürs Anschauen und das super Feedback! Einen schönen Tag noch!
Hey captain! Thanks for the long and detailed videos. We are really apperaciating that. Last month i completed my flight school journey and recieved my frozen ATPL, and i will start working on my type rating soon. Eurowings is my second airline to go after Lufthansa, hopefully we come across one day in the cockpit!
Thanks for sharing your very personal feedback! It’s great to hear that you completed flightschool and start your type rating soon! I wish you all the best and lots of fun during your type rating training and hope to see you soon in the cockpit!
Hello captain,
Im 17 years old and i want to be a pilot in Eurowings as well. So that why I watching your videos to continue learning and of course enjoying.
I like your videos so much, keep going 👍
Thank you very much for sharing your personal feedback! I wish you all the best for your aviation career!
Thank you Captain Stefan for the wonderful videos and effort you put in it. Non-pilots like me can still go on this virtual flight together with you, which is a great privilege. Thanks and keep on posting please :D
@@Venks-b7d Thank you very much for watching my videos and for sharing the good feedback! Please tell everybody about the videos. Thanks in advance for your support. Have a great day!
Glückwunsch zu 70 000 Abonnenten! Das kann sich wirklich sehen lassen ;)
Vielen Dank für die Glückwünsche! Das freut mich sehr! Ich hoffe auf eine weitere positive Entwicklung.
Thanks Captain, your videos are just perfect for an interesting and relaxing Sunday afternoon. 👍
This sounds very good! Thanks for the great feedback! Have a nice day!
Wouha ! Fantastic video . Amazing job ! So immersive. Thank you so much ☺️
Thanks for your great feedback!
When you rotated each engine fan, it surprised me they went 'clank clank clank' - I guess when spinning the blades move 'out' slightly to form a tight edge seal with the inlet? Modern engines are absolutely amazing!
As I did my first flight long time ago with a CFM equipped Airbus A320, I was also very surprised during the outside check. We called maintenance and they confirmed that everything is normal. The IAE engines do not do any clank clank clank noise.
wow and u didi it again , your videos every time better and better , very good views with the FMGC now ,thank you for sharing Captain
Thanks for watching and for sharing your good and helpful feedback! Please help me and tell everyone about the channel! Thanks in advance and have a great day!
Cool ihr startet 5 min. von mir daheim weg! 😀 Geiles Format!
Das freut mich! Vielen lieben Dank fürs Anschauen und noch ein schönes Wochenende!
Another fantastic video, thank you so much. I hope to fly with you one day. Best wishes
Thanks for your great feedback! I hope to see you soon on the flight deck!
Nice one! It’s great to see these full flights more often. Tomorrow afternoon, I’m flying from Gatwick to Gran Canaria for a bit of time away for 5 days. Usually, we’ll fly over Las Palmas, go back out to sea again, and then swing in on either 03L or 03R (hopefully 03L!) But it’s not very often that 21L and R are not used very often. And I’ll be taking my ATC Radio so I can listen to the Canaries airspace!
Thanks for watching, for sharing your personal feedback and for your financial support of the channel as a member! I wish you a great time on Gran Canaria Island!
Thank you very much! We ended up landing on 03R, by the way. But we flew over bad weather, which was near Bilbao and the Bay of Biscay.
I always enjoy your great videos.
Best regards from Seattle, WA USA to you and your crew!!
@@oscarayala5031 Thanks for watching and your good feedback! Many greetings to Seattle!
wonderfull video as always, and some amazing veiws!
Thanks for watching and your great feedback!
Excellent, Thank you for the MCDU view.
Thanks for your good and helpful feedback!
When you hear your friend from flight school on the radio 😅 6:02
How cool is that 😎
Kevin is more than ready for departure for his solo XC 👍🏻
Grüße gehen raus, Servus ! 🛫
Vielen Dank fürs Anschauen und das Feedback! Einen schönen Tag noch!
War das schon da Stefan, war mir ned ganz sicher😅
Also bei 7:52 erst aber
amazing and wonderful as always! Really LOVE IT SOOO MUCH thanks a lot
@@sweiv Thanks for the great feedback! Have a nice day!
I like those videos so much ! I have NEVER seen others videos like this exept here ! Your a very good content creator keep it like that 👌
Your biggest french fan
Thank you so much for the very good feedback! It's great to hear that you like the videos! Please tell everybody about the channel! Thanks in advance for you support! Many greetings to France!
Great as always!! Indeed the Channel is now so important that I see Police Charlie was lifting to give you a police escort from Salzburg, wunderbar!!! 😂😂😂
Thanks for sharing your interesting observations! Also, thanks a lot for your continuous financial support of the channel as a member!
I always look forward to a Saturday morning to your new video. One of my great regrets is I didn’t take up aviation as a career as a young man.
@@Cucumbear1872 Thanks for watching and for sharing your very personal experience! I am sorry about that you did not take the path into aviation as a young man. This is the reason why I always recommend that eveybody shall follow his or her dreams if it is somehow possible. I know several well paid people who are working in an office and are not really happy because they did not follow their dreams.
Love the full flights captain
Thank you very much for your good feedback!
Great Video , Great Crew
Thanks a lot!
Captain, you are always the proper gentleman, plus you are so good at your explanations of all aspects of flight. So relaxing to watch.
@@ianmorgan9291 Thank you so much for your very kind words about my person! I love to hear that! Have a wonderful day!
Cooles Video, unglaublich was für eine steigrate der A319 hat
Ja das stimmt! Das ist immer wieder sehr beeindruckend!
Fantastic video Captain Stefan. ❤
Thank you very much for your great feedback!
Another great video, thank you for your dedication
Thanks for watching and for sharing your good feedback!
Oha, was für tolle Videos. Vielen Dank für die Mitflüge. Steht Bremen auch mal auf dem Flugplan?
Vielen Dank fürs Anschauen und das gute Feedback! Grundsätzlich ist Bremen möglich. Ich war auch schon mal mit dem Airbus dort. Das ist allerdings schon etwas länger her und ich habe damals kein Video aufgezeichnet.
great video as always! 😄
Thanks a lot for watching and your good feedback! Also, thank you very much for your financial support of the channel as a member! Without the financial support of the members, the channel would not be possible!
Very nice like always. I was wondering why the mcdu flightplan showed a T/D after reaching FL360 for a long time.
Thanks. The cruise altitude was set in the MCDU to FL380. We never reached FL380, so the system was a little bit confused. It even did not want to do the managed descent from FL360 because it expected us first to climb to FL380.
What a suprise to discover a brand new video on your channel! Thanks a lot! I am wandering why the pitch in the pfd while in cruise stays a little bit up in the blue like 2.5 deegree and not level on horizontal line ...
Thanks.for watching and your question. If you like the videos, you can see a new video here every Saturday morning.
The horizon shows the pitch of the airplane. When flying straight and level, the pitch is about 2.5 degrees up and not level. Please check also the approach. You will see even on final approach a positive pitch. Check out 1:08:30 The plane is descending with flaps one and a pitch of about 5 degrees nose up. Also, during the rest of the final approach, you will see most of the time something between 0 degrees and 3 degrees pitch up.
@@ApproachandDepartureVideos Thank you very much for your great explanation and for letting me know when you upload videos. Saturday is free for me :)
@@DjKler-i4q Please tell also your friends about the videos and the channel. Thanks in advance for your help!
Superb video.( as always !). Thanks. Question : When ATC gave you "Descend to FL260 to be level at EKSAK", the FO put in FL250 (not FL260) into the FPLN. This is not what I would have expected. Can you explain why ? I realise , the FL260 was selected on the MCP so no danger of busting that clearance but why the FPLN.
Thanks for watching and for your good feedback! First, he set the altitude at the FCU to the cleared level of 260 and then he intentionally entered FL250 as constraint at waypoint EKSAK in the MCDU. The reason for this is that the flight management system calculates with an idle descent and usually we arrive with a high descent rate at the target altitude. To avoid this, we enter an altitude which is lower than the cleared altitude in the MCDU (but not in the FCDU!). This moves the calculated top of descent a little bit in our direction and gives us the possibility to reach EKASK at FL260 with a good reduction in the descent rate before reaching the level. A high descent rate when approaching an altitude may cause TCAS resolution advisories when there is nearby traffic.
Have to say, those loose fan blades really disturb me for some reason. I'm sure there is a very good technical/physics reason for them to clink when you gave them a spin but that just seems not normal to me. Great walk around segment all the same! Great post, thanks!
I agree, it is strange to hear the clicking fan blades. A long time ago, as I did my first flight with an CFM powered Airbus, I did the outside check and thought that the engines were broken. I was a First Officer at that time and asked the Captain. It was also the first CFM Airbus flight for him and he did not know about the clicking engine noise. So we called maintenance and they confirmed that everything is right. It is just a little different when compared to the IAE engines which we flew exclusively until then.
1:00:40 thanks for the FMS trick. Gonna try it on the next sim session.
That's great to hear! I wish you lots of fun with the simulator!
@@ApproachandDepartureVideos can you expand this trick in the Airbus to the effect that you „preselect“ a HDG before reaching the discontinuity in case that ATC asks you to fly something like „leave DOMUX heading 250“? So while still in NAV you could dial-in HDG 250 turning the knob to the left and as long as the HDG FCU window keeps displaying that number with a dot behind (it is memorised for up to approximately one minute I think) it is memorised and will turn automatically towards that heading in selected/selected mode when passing the discontinuity point. This at least works on the more serious/expensive flight simulator addons and is a little help to make things smooth and easy
This is all correct. If I remember correctly, the HDG stays for about 45 seconds until it disappears when still in NAV mode. I do this all the time. When ATC asks us to fly a certain heading after passing a certain fix. I enter a discontinuity and when the plane reaches the fix, the autopilot reverts to HDG mode and turns to the earlier preset heading.
Super! Mehr fällt mir dazu nicht ein ...
Vielen Dank fürs gute Feedback! Bitte allen von den Videos und dem Kanal erzählen! Herzlichen Dank vorab für die Unterstützung und noch einen schönen Tag!
Lovely video as ever, and a great way to start my weekend. I have a question if I may. What was clicking as you were rotating the fans during your ground check? It sounded almost like a ratchet of some sort. Thanks :)
Thanks for watching and your great feedback! The CFM fanblades move a little and generate this noise. IAE engines do not do that. The IAE fanblades are in a fixed position.
Ahhh ok, thank you :)
How do you choose who is flying and who is monitoring? Love the content by the way. Hope to be a pilot some day.
Thanks for watching, your good feedback and your question! Usually, we discuss before the first flight who will be the pilot flying. Here it was easy because the Captain always has to land at Salzburg airport. So I had to be pilot flying at the first flight and the First Officer did the flight from Salzburg to Düsseldorf. Sometimes, we even flip a coin to find out who will be the pilot flying. If we do 4 flights on a day, every pilot will do as pilot flying one flight from the home base and one flight to the home base.
Nice video !
Thank you very much! Have a nice day!
Hallöchen :) Vielen Dank wieder einmal für die wunderschönen Aussichten. Warum startet man eigentlich erst immer Engine 2 vor Engine 1( eigentlich folgt ja nummerisch die Zahl 2 der 1)? Viele Grüße aus dem schönen Aschaffenburg und natürlich happy landings :)
Danke fürs gute Feedback! Wir starten Triebwerk 2 fast immer zuerst, weil damit auch das gelbe Hydrauliksystem gepowered wird. Dieses Hydrauliksystem ist unter anderem für die Parkbremse zuständig. Wenn wir keine Bremse benötigen, könnten wir auch theoretisch Triebwerk 1 zuerst starten. Viele Grüße nach Aschaffenburg!
Tolles Video wie immer. Hat eigentlich jeder Pilot sein privates Headset? Wäre meine Vermutung aber irgendwie haben alle Piloten in deinen Videos immer das DC pro-x Headset auf dem Kopf :).
Gute Frage. Headsets werden von der Airline zur Verfügung gestellt und gehören zum Flugzeug. Wir müssen da nichts mitbringen. Die Firma stellt auch Desinfektionstücher, persönliche Ohrmuschel-Covers und Mikrofon-Windschutz zur Verfügung.
Hello Captain. Thanks for another stunning video. Can you explain what are the waypoints like ABINROM?
Regards
Thanks for watching, your good feedback and your question. If we enter DIRECT TO WITH ABEAM, the FMGS generates new waypoints abeam the waypoints of the old non direct routing and puts them in the new direct routing. These waypoints are shown in the MCDU with the old name plus the prefix AB. We use those abeam waypoints sometimes for fuel and time checks.
Was there a certain reason to pgm FL 250 at EKSAK although cleared to FL260 at that WPT? However, as always a great pleasure as well as a priviledge to sit and watch you.
Thanks for your good feedback! He entered FL250 instead of FL260 for EKSAK in the MCDU to get a better top of descent and descent calculation to avoid TCAS resolution advisories. The normal FMGS descent precalculation does not take an early reduction of the descent rate into account. With the lower entered altitude, it usually works much better. Please tell everybody about the channel! Thanks in advance for your support!
@ApproachandDepartureVideos Many thanks for your explanation, always great to learn even more on the topic of Deceleration.
@@ApproachandDepartureVideos Would it make sense to follow the outstanding close loop communication concept as well in this case and to verbally inform the PNF about programming FL 250 instead 260 - just to make him aware of the descision and to share the knowledge?
Very good and interesting question! We have to call out the set altitude at the FCU. This was done after the altitude was set.
I saw that he entered FL250 in the MCDU in addition. He realized that I saw it, so there was no need for additional communication.
This ATC clearance is very common when approaching EKSAK. It is due to the airspace structure. It is also very common to enter -FL250 in the MCDU when cleared to FL260 to avoid Tcas RAs. So there was no need to explain something or so.
But, it also would be ok for the pilot flying to explain what he did.
In general, some pilots like more communication, others less. This is even true for check pilots. If the pilot who is checked is talking a lot, one checkpilot may say it was great, and the other pilot was always informed about the thoughts of the other pilot. The next checkpoint may say you talk too much and overload the other pilot.
@@ApproachandDepartureVideos All you say makes absolutely sense to me. Thank you for being that open and responsive. To me it proofes once more your outstanding professionalism in all you do. Thank you for this to me highly interesting exchange on the topic. All the best to you!
Guten Abend, herzlichen Dank für dieses tolle Video, welches wieder den ganzen Flug in all seinen Facetten abgebildet hat. Mich würde allgemein interessieren, wie genau der "VLS-Check" vor der Landung funktioniert. Dort wird geschaut, ob die aktuelle Geschwindigkeit zu der VLS auf der Approach-Seite der MCDU passt, damit man nicht zu schnell oder zu langsam wird? Noch einmal ganz herzlichen Dank. Ich freue mich auf die nächsten Videos. Viele Grüße Andreas
Vielen Dank fürs Anschauen und das gute Feedback! Beim VLS check vergleichen wir die VLS auf dem PFD mit der VLS in der MCDU. Je nach Flugzeug kommen sie aus unterschiedlichen Quellen. Die PFD VLS kommt aus dem FAC Computer und wird auf Basis des Anstellwinkels und des Schwerpunktes errechnet. Die VLS in der MCDU wird auf Basis des Gewichts vom Ladeplan und dem noch im Tank vorhandenen Sprit errechnet. Ist die PFD VLS höher, schlagen wir die Differenz zur MCDU VLS auf die Anfluggeschwindigkeit in der MCDU auf.
1:17:10 "Cabin crew prepare for departure" hahaha. Hello from SIN/WSSS.
Here you can see that pilots are also real humans and no roboters or so. Greetings to Singapore!
just wow wow wow !!!!
Thanks for the great feedback! Please tell everybody about the video! Thanks in advance for your help! Have a nice day!
Thank you for your great videos captain! I have a question: Why didn’t the first officer respond with “pressure zero” after brake check or isn’t that mandatory? Or was the pressure not zero and thats why?
Greetings
He did not respond with "Pressure Zero" because it was not required. It depends on the airplane. The call "Pressure Zero" is only required at airplanes which require a "brake transfer check". This airplane is not one of them.
@@ApproachandDepartureVideos thanks for the clarification captain. Learn something new every day :)
"You need to have layovers here" exactly! That has always been one reason to become a pilot.
But I think more and more, that it should not be such a reason anymore cause nowadays, unfortunately, its not standard to work for an airline that does layovers. Most return home or the layovers go towards minimum rest which should really be used for rest only.
Salzburg is a vey beautiful city. Perfect for a layover or a short vacation. If the airline provides layovers to the crews depends vety much on the airline route setup. All the long distance carriers offer layovers and some other airlines even provide layovers for the short or midrange fleet. Sure, all provide most of the time only minimum rest.
@@ApproachandDepartureVideos imagine you were 20 years old today, with that in mind and all the other developments in the industry, would you still go for the pilot career?
@@adennis200 This is a very interesting question! In general, everybody should follow his or her dreams. And if somebody wants to be a pilot he or she shall do it. I know people who are sitting well paid in an office but they are not lucky because they did not follow their dreams. If you can start the training at a major airline training center with a guaranteed job, this shall work fine.
But my suggestion is that it is always a good idea to have a second job opportunity. This can be through an aviation related university degree or another degree which can be achieved before, during or after the pilot training. This opens job opportunities for times at which the demand for pilots will be reduced.
Excuse me Captain, did you receive the clearance for the initial descent via acars?
Yes: At 45:20, the initial descent clearance showed up on the little ACARS screen.
A lot of right hand work pre arrival..
But a normal land.
Another day in the pit.
Thx
Thanks for watching and for sharing your observations! Have a nice day!
1:16:51 ich vermute, dass der Follow Me die Straße sperrt und der weiße Pkw verbotswidrig dort passiert oder wie muss ich mir die kurze Verfolgung im Anschluss erklären?
Tolles Video wie immer!
Interessante Beobachtung und gute Frage! Wie da die genauen Regeln für Fahrzeuge in Düsseldorf sind, weiß ich auch nicht. Aber es sieht ein wenig so aus, wie als würde das Follow-Me-Auto die Straße sperren und das weiße Auto daran vorbeifahren. Es könnte ja auch sein, dass das Follow-Me-Auto nur schnell wegfährt, um das nächste Flugzeug einzuweisen oder einen Einparkvorgang abzusichern. Vielleicht liest das ja jemand, der sich damit auskennt und kann uns bezüglich der Details aufklären.
Danke für die Antwort! 😊
Nice video cpt.
Don't know the timings
But i don't like the dly code 15 Boarding, discrepancies and paging, missing checked-in passenger at gate😂😂😂
15 has consequences for handling agent.
Tks for all your videos❤
We got the code from the ground handling. It shall be as accurate as possible. I do not think that it will have consequences for the ramp agent. He did a great job.
another great video from my home Airport !!! thank you all very much......
Thanks for sharing your great feedback! Have a nice weekend!
excellent display of button pushing and checklist reading, and 3 minutes of actual flying
Thanks for sharing your feedback.
Vielen lieben Dank für das Mitnehmen vom Flug vom Wolfgang Amadeus Mozart Flug zu Salzburg nach Düsseldorf ich hätte eine Frage muß man wenn man die Turbinen starten vorglühen Kerosin ist nach meiner Meinung zwischen Diesel und Schweröl liebe Grüße aus Neuss und allzeit guten Flug
Vielen Dank fürs "Mitfliegen"! Wir müssen da nichts extra vorglühen. Der Startvorgang läuft meist automatisch ab. Zunächst wird die Turbine mithilfe des Startes, der mit Pressluft aus der APU angetrieben wird, beschleunigt. Dann wird die Zündung eingeschaltet und danach das Kerosin in die Brennkammer eingespritzt. Nach dem Hochlauf des Triebwerkes auf eine bestimmte Drehzahl wird dann der Starter wieder abgeschaltet und auch die Zündkerzen gehen wieder aus. Viele Grüße nach Neuss und noch einen schönen Tag!
When you went from standstill to turning .did you use thrust on only one engine along with the tiller to get the turn started?
Good question! To leave the stand with such a sharp turn, we initiate the turn with the tiller and try to start with idle power, but if this is not enough to get the plane moving, we use only thrust on one engine together with the tiller to get the plane turning in the right direction.
@@ApproachandDepartureVideos thank you for answering 😊
I'm doing my ATPL currently. Hopefully I'll hear you on the frequency one day.
Also, have you flown to gothenburg (ESGG)?
Yes, I have been to ESGG. But at that time I did not record a video. I wish you all the best for your ATP training and your aviation career!
hey - I am a noob so correct if I am wrong. Initially you flew a CAT III ILS approach with both autopilots right? Isn‘t this sufficient for an Autoland or why did you opt for the manual landing with CAT I ILS? (I am not sure my wording is correct)
With 2 autopilots on, the Airbus approach status was CAT3 DUAL. This would be good for an autoland ILS approach with no decision height. But for autoland also the airport must have low visibility procedures in progress and the runway must be approved for autoland. This is only the case if the weather is really foggy. So we had to switch off the autopilot and do a manual landing.
@ oh very interesting - thanks for the explanation :)
Is there any approval needed from the authority to mount the cameras in a commercial multipilot cockpit under an AOC?
I am sorry. I cannot reveal any information about the details of the audio and/or the video recording in a public forum. I hope for your understanding.
Another epic video, thanks again for sharing your amazing days in your "office"!!!
I have a question: in your videos there is often a technical term that refers to the altitude that I can’t understand. "Calacola" or something like that.
Please, check 15:23 and let me know what it is.
Thanks in advance, warm regards
Thanks for your great feedback! The term is color coded. It refers to our charts and the obstacle situation. If you watch 0:27 you see a chart. In the left upper corner you see color codes which you then see also in the chart as a background color. They show very detailed the height of terrain or/and other obstacles. Here, for example, you see an MSA of 11000 feet in our initial departure sector. But if you check the background color layers along our routing and the elevation of the obstacles, you see that we can fly safely much lower than 11000 feet as long as we stay on the routing or somewhere left of the routing to the extended arrival centerline of runway 15.
@@ApproachandDepartureVideos Thanks for the precise explanation, I had guessed that it referred to the MSA but I could not understand the words used in that case. I will soon have a session at the simulator of A320, near Verona has just opened a company that makes "fly" aviation enthusiasts. Thanks to his videos and explanations the experience will be very realistic! Have a great Sunday afternoon.
@@tiziostanco i wish you lots of fun in the A320 simulator!
@@ApproachandDepartureVideos Danke!!!!
Is das klappern und vibrieren normal beim Start? Als Laie hätte ich da schon leichte Panik das was auseinander geht 😅
Kein Grund zur Panik: Alles normal. Die Start- und Landebahnen sind fast nie richtig eben. Außerdem rollt unser Bugrad oft über die in der Landebahnmitte eingelassenen Lampen. Diese sind zwar versenkt, aber die Bahn ist dort nie ganz eben. Das führt gerne zum Klappern. Deshalb steuern wir schon mal etwas von der Mitte der Bahn weg, um das zu vermeiden oder zu reduzieren.
Warum Werbung du verdienst doch genug?? Aber cooles Video :)
TH-cam ist ein Medium, das sich durch Werbung finanziert. Deshalb sieht man bei TH-cam Werbung. Wenn die Zuschauer nicht auf "überspringen" klicken, kommt bei mir ein Teil der Werbeeinnahmen an. Hinzu kommt ein Teil der Einnahmen, die die Miglieder des Kanals bezahlen, um den Kanal finanziell zu unterstützen. Das sind die einzigen Einnahmen, denn der Kanal hat keine Sponsoren.
Auch wenn es vielleicht nicht so aussieht, ist die Bearbeitung und Endproduktion der Videos zeit- und kostenaufwendig. An manchen Tagen bringe ich 1 bis 2 Terrabyte Videomaterial mit. Das muss gespeichert und weiterverarbeitet werden. Im Schnittprogramm liegen dann teilweise 8 4k Videoquellen an, die parallel zu einem Bild verarbeitet werden. Dabei entstehen noch mehr Daten. Die dafür nötige Technik kann man nicht beim Discounter kaufen. Alleine 1 Terrabyte Speicher kostet heute 20 Dollar. Auch die Videotechnik, die die Aufnahme der ganzen Flüge erst möglich macht, kostet Geld. Einfach mal eine Gopro kaufen und dann loslegen funktioniert leider nicht.
Deshalb möchte ich mich an dieser Stelle auch noch einmal bei all denjenigen bedanken, die den Kanal finanziell durch ihre Mitgliedschaft unterstützen, die ein finanzielles Dankeschön geschickt haben oder sich die Werbung mal anschauen und nicht gleich auf weiter drücken.
Ohne die Unterstützer gäbe es den Kanal entweder gar nicht mehr oder zumindest nicht mehr in der aktuellen Form, die auch viele ausführliche und lange Videos zeigt.
Why did you take off with the altimeter set to QNH rather than field QFE ( surely better to read zero height if having to return to land on the same runway ) ?
We have to use QNH. There is no choice. This is true for all pilots, including private pilots with small airplanes. I think Russia was one of the last countries which stopped using QFE a few years ago. You are right that with QFE the barometric altitude indicator shows the altitude above the runway. But if there is another airplane in the air which uses the QFE from a different airport which may have a higher or lower elevated runway, they would be at a different geometric height, even if the altitude indication in the airplanes would be the same. A good separation of traffic and from obstacles is nearly impossible with the use of QFE. All altitude information on charts .... is based on QNH.
With QNH, the barometric altimeter shows the elevation of the runway, if you are standing on that runway. With QFE, the indication would be Zero.
Riesen Respekt an euch! Ich denke man muss hier Nerven aus Stahl haben. Ganz dumm gefragt, wie ist hier die Fehlertoleranz fuer nicht-lebensbedrohliche Fehler? Zum Beispiel wenn aus Unachtsamkeit das Flugzeug in die Alpha Floor Protection geht, muss man hier als Pilot Rechenschaft ablegen oder "kann das halt mal passieren" ?
Vielen Dank fürs Anschauen und das gute Feedback! Grundsätzlich ist es so, dass natürlich Fehler passieren können. Pilotinnen und Piloten und auch unsere Kabinencrews sind nicht unfehlbare Menschen. Wenn ein Fehler passiert, dann ist vorgegeben, dass wir diesen im Rahmen eines Reports aufzeigen. Das wird dann analysiert und anonymisiert auch den anderen Crews zugänglich gemacht, damit sie den Fehler nicht auch machen. Eventuell werden auch Verfahren oder was auch immer dazu geführt hat, verändert. Wenn der Fehler nicht vorsätzlich gemacht wurde und entsprechend berichtet wurde, gibt es keine disziplinarischen Maßnahmen. Je nach Notwendigkeit kann es natürlich ein Training oder etwas Vergleichbares für die Crew geben. Es geht nicht darum, jemanden zu bestrafen sondern die Luftfahrt sicherer zu machen. In diesem Rahmen bekommen wir auch Reports von anderen Airlines zur Verfügung gestellt.
Ich habe in meiner Zeit auf dem Airbus noch nie davon gehört oder gelesen, dass eine Crew aus Unachtsamkeit in die Alpha Floor Protection hineingeflogen ist. Zum Beispiel bei Windscherungen kann es vorkommen, dass die Alpha Floor Protection aktiviert wird. Das ist aber in der Situation normal und hat nichts mit Unachtsamkeit zu tun.
@@ApproachandDepartureVideos Dankeschoen fuer Ihre informative Antwort, so macht das ganze auf jeden Fall Sinn und Fehler werden so in einer sehr konstruktiven Art und Weise gehandhabt. Mein Gedanke war, dass jedem Menschen Fehler passieren, unabhaengig wieviel Erfahrung dahinter steht. Hatte dann nur mal vom Fall einer 777 gelesen, die beim Takeoff einen Tailstrike hatte aufgrund von falschen Takeoff Parametern, was dann meines Wissens nach auch personelle Konsequenzen zur Folge hatte.
Ich kenne die Details bezüglich des 777 Vorfalles nicht. Deshalb kann ich das nicht kommentieren. Wenn Fehler mit Absicht gemacht werden, gibt es sicher überall auf der Welt disziplinarische oder personelle Konsequenzen. Es werden aber nur sehr selten Fehler mit Absicht gemacht.
Wenn sie denn dann unbeabsichtigt passieren, ist es wichtig, dass eben keine personelle Konsequenzen drohen, falls man sie berichtet. Diese Berichte sind extrem wichtig und führen am Ende dazu, dass Verfahren verbessert oder verändert werden, Trainingsprogramme entwickelt werden und andere Pilotinnen und Piloten dafür sensibilisiert werden. Dafür sorgt die "non punitive" Fehlerkultur. Also eine Kultur, die Fehler akzeptiert und daraus lernt mit dem Ergebnis, dass das Fliegen immer noch etwas sicherer wird.
Samstag morgen und ein neues Video, das kann nur gut werden. 8:15 Mal ne technische Frage von einem Armchair-Piloten. Ich dachte bisher, dass der Pin des Ramp-Agents ein Einziehen des Fahrwerks am Boden verhindert, aber du sagst ja, dass er euch dieses Mal den PIN nicht zeigen kann, ergo wird es ja eher was mit dem Push-Back Truck zu tun haben. Ist das der Pin der Verbindungsstange und was würde passieren, wenn der vergessen wird?
Der Pin ermöglicht die Hydraulik des vorderen Fahrwerks zu umgehen sodass dieses seine Richtung ändern kann und der Pushback Truck das Flugzeug steuern kann.
Vielen Dank fürs gute Feedback und die Frage! Es gibt einmal die Gear Pins, die sind relativ groß und wir prüfen beim Outside Check ob sie entfernt sind. Sie verhindern das Einfahren des Fahrwerkes. Dann gibt es einen kleinen Pin, der beim Pushback vom Pusshback-Operator oder Ramp Agent am Bugrad in ein kleines Kästchen gesteckt wird. Er deaktiviert die Bugrad Steuerung, damit der Pushback Truck nicht dagegen steuert. Hier erfolgte kein Pushback. Dann wird auch kein Pin eingesteckt oder gezeigt.
What is the noise from the engine when you are turning it by hand during the ground check?
You mean this famous click-click-click-sound?
It depends on the actual engine type, but many modern day turbofan engines have so called "mid span shrouds" between the fan blades. They are used to stabilize the blades, reduce vibration and maintain torsional rigidity. Now, other than common believe, the fan blade roots are not fixed mounted to the drive shaft. They only use a "dove tail" mount, leaving little gaps between the fan roots and the mount, giving the fan blades some tolerances to move. As soon as you power up the engine, the centrifugal force will push the blades into the mount and keep it in position. This method reduces a lot of mechanical stress.
So, what's the sound? When the engine is not running, the fan blades can move rather freely, leaving a small gap between them. What you hear is the shrouds of the fan blades bumping into each other due to gravity each time you turn the fan. But keep in mind, it depends on the engine type, not all engines do that.
Here's a little video that shows it:
th-cam.com/video/R5a59kPky3A/w-d-xo.html
The fanblades move a little. This is normal for CFM engines. IAE engines do not do this.
Check final before you go on runway for takeoff... 😉
I suggest that next time you watch a video thoroughly before you make such a wrong statement. We were watching the approach sector all the time because we were taxiing with the view to the approach path. At 12:09 I even told the First Officer that the approach sector is clear. At 12:35 and at 12:50 you see me turning my head again to check the approach path to Rwy 33 and at 12:59, you can see me turning my head to the left to check also the opposite direction before entering the runway. What more would you expect?
@@ApproachandDepartureVideos sorry. But i am only a airline captian. Each day you could not go wrong on the job. ☠️😉🤞
Sure. No problem. Maybe you watched the video on a small cellphone and did not see the movement of my head as I personally checked both approach directions during our lineup procedure. I always suggest to watch the videos on a large 4k TV. This gives the best impression and shows all the details at best.
@@ApproachandDepartureVideos The movements of the head are particularly important when you have a examiner in the cockpit. 😉
Please 1 full flight to vienna
I was scheduled to Vienna a while ago. But it changed on a short notice. I hope to be scheduled soon again to Vienna.
Hi captain
Once again you have put together a truly great video in the life of a pilot routine
Just completed my 2 hours in real A320 simulator. So put to practice all I’ve learned and continue to learn from your channel best regards
Steve 🧑✈️
Also feel free to view my experience on my new
Easyjetstream channel
@@Easyjetstream Steve, Thanks for sharing your good and personal feedback! I will - for sure - take a look into your channel! Have a nice day!
What is CPDLC?
en.wikipedia.org/wiki/Controller%E2%80%93pilot_data_link_communications
Controller Pilot Datalink Communications. This is a system which transfers messages digitally and in writing between ATC and the airplane and vice versus.
@@ApproachandDepartureVideos thanks, Captain☺
Diesmal kein Banana-Joe?
@@zooloo2345 Kein Hunger.
Gear down (plus maybe some speed brake) may have been worth attempting before F3 and slamming the thrust closed
Just my (very) novice thoughts
It is all about energy management. Sure, you can always use the landing gear to slow down. Sometimes it is the only chance. But here it would have been a bad idea because we only needed a little more drag. The landing gear would have provided way too much drag and would have caused more noise, more fuel use and emissions. The recommendation for Düsseldorf is that we shall not extend the landing gear before passing 2000 feet whenever possible.
@@ApproachandDepartureVideos ah that’s interesting, I haven’t been into Düsseldorf so didn’t know that and that does explain why you delayed extending
I’m surprise to see that your radar is ON on the ground. It’s not dangerous for ground staff ?
We switch the westher radar on if we are on the way to the runway when there are no persons nearby. What you see in the video is the ND terrain picture which is generated from the terrain database which is stored in the airplane. This picture has nothing to do with the radar system.
@@ApproachandDepartureVideos thx captain. Sure that your video are more workload that the flight itself but very impressive. Congratulations !!!!
@@phil4475 The workload in regard to the videos starts after the flight when I do the post production. This takes a good amount of time for each video.
die rollfeldbusse erinnern an den colani designer ...schlimm
lustig finde ich dat verkaufsargument der dritten türe im solobus "schneller fahrgastwechsel" und in "echt" kann'ste so manchen die schuhe zubinden beim rauswartscheln ...3,20meter höhe schätze ich ...lieber mercedes !
österreich is ja "gemütlich" , bleibt zu hoffen das fluggastabfertigung wieder wie früher wird 🤞
Vielen Dank fürs Anschauen!
Why do two Germans talk completely in English?
We are allowed to talk German and/or English in the cockpit. Our manuals, callouts ... are published in English. Also the communication with ATC and foreign ground ops is aways in English.
TOP content as always👍
Thanks for watching and your good feedback!
Hi Sir,
Do you need a professional youtube thumbnail designer?
Maybe sometime in the future.
2 Deutsche und reden englisch vorne. Gibts da nen Grund?
Wir können Englisch oder Deutsch sprechen. Meist wird es eine Mischung. Alle Callouts und Checklisten sind in Englisch und die Kommunikation mit den Lotsen findet ebenfalls immer in englischer Sprache statt.
Schön wie alle mit einbezogen werden. Bodenpersonal Respekt an die Wertschätzung vom Kapitän 💪😂
Vielen Dank fürs Anschauen und das gute Feedback! Einen schönen Tag noch!