Amazing as always! Wonderful approach with the final turn overhead the sea...just beautiful. Keep going & I'm really looking forward to next one on saturday :)
Very professional pilots, They are already looking for traffic before ATC have advised and at the same time predicting all possible situations before they happen.
A pleasure as always! This has got to be one of the most underrated channels on YT! I hope more people discover your channel soon! edit: I love that you have added extra info such as views from the FMS and taxiway charts etc, something new I've seen! All the very best to you and your colleagues that you work/fly with!
Thank you so much for the kind words! Please tell all your aviation friends about the channel and the videos. That would be a great help! Have a wonderful day!
Καλημέρα σας , χαίρομαι με αυτές τις όμορφες εικόνες από την γειτονική μας χώρα , εύχομαι πάντα ηλιόλουστα ταξίδια και ανοιχτούς ορίζοντες , σας στέλνουμε χαιρετισμούς !
Absolutely beautiful! I go back and watch it several times, zoomed up on different parts of the screen. I really appreciate the effort you go into making these and it's always a pleasure watching you share your knowledge with your FO!
Hello Cpt. Another beautiful and great video. 👌👍 What I really liked was the display of the Fuel Pred. And of course the display of the charts during the approach. The view of the landscape forward from the cockpit is also great. 🤩 The approach was also exciting despite the gusty wind. Also the long taxi was interesting. You do a great and beautiful job! My enthusiasm for your videos is increasing more and more. With this in mind, I wish you and your crew a nice week. Greetings from Styria 🤗 Werner
Hello Werner, thanks for being a regular viewer of my videos! And - for sure - thanks for the great, detailed and helpful feedback! All my best greetings to Styria!
I 'flew' into Fiumicino airport just last night on Microsoft Flight Simulator, great timing! So cool to see how it's done in real life, and in particular how the approach is done and how the short cuts onto final work - I thought you had to turn onto base just as you reach a waypoint, so now I can make my turns more realistically. Thankyou Captain, and looking forward to the next one!
Thanks for watching and and the detailed feedback! You can turn to base anytime, if ATC clears you for that and you are able to get rid of the altitude until landing. Sure, and you should not fly too low. But the problem is more likely that ATC wants you high over the city and you need a few miles to get rid of the altitude. You hear ATC asking us if we are ready for a turn. They know about our high energy situation and do not want us to force into a too short approach distance.
Ich hoffe das ich irgendwann mal mit dir fliegen kann...die besten videos die man sich ansehen kann wenn es ums fliegen geht Besser als jede doku weiter so💪
Sehr schönes Anflug Video auf dem internationalen Flughafen Rom bin dort zum heiligen Jahr 2015 gelandet bitte machen Sie weiter so mit den Anflug Videos Lieben Dank dafür
Thanks for watching, the good feedback and your request. In transport category aircraft, we use the rudder during normal flight only for crosswind corrections, usually a moment prior touchdown. And after touchdown to steer the nose wheel along the runway until we use the tiller. So until a moment prior touchdown, the camera would show nothing. An then it would show something only for a minute or so. But I agree that it may be an interesting perspective, especially if the landing is done in a strong crosswind.
That was a long taxi to the stand - not quite as epic as the taxi in the Manchester video a few weeks back - but long enough 😄 Thank you for another enjoyable video.
CAP Stefan muy buenos e interesantes sus videos,soy un admirador de su capacidad y profesionalismo,de todos los videos el de Roma me pareció el más extenso hasta los estacionamientos .un saludo desde argentina
Thank you so much for these videos captain! I love that you display the MCDU pages like FUEL PRED or the RAD NAV during the Briefing, from my point of view this is very valuable. No need to say that the CRM is great as always! When you already preselect the QNH (4:35) is this some kind of SOP or just your personal preference?
Thanks for watching and the helpful feedback! We preset the QNH in accordance to the ATIS usually when we receive the ATIS or during the briefing. This is not needed, but also a good crosscheck when we are first cleared for an altitude.
Your videos are fascinating! I had no idea that the Airbus calculates geometric segments between waypoints, I thought they were always based on an idle profile, very interesting! 😊
Lovely approach and landing. I love flying around Italia in Microsoft Flight Simulator and especially over Roma, where I can be naughty and land on the Circus Maximus in the de Havilland Tiger Moth. 😄I was a GA pilot here in Australia, flying mostly gliders, but I trained on a Tiger Moth when I first started, before switching to a Piper Tomahawk to gain my PPL. I also built and flew a Benson Gyrocopter but saw too many accidents and gave that away, lol. Retired now, so r/c model planes and flight simulators for me these days. Anyway, I love your videos, so thanks so much for making them.
Thank you so much for watching and for sharing your personal experiences! Australia must be a wonderful general aviation country. I have seen so many great landscape pictures and videos from your country. Wow, you built your own gyrocopter! That sounds like a very special adventure! I would love to build a 4 seated RV airplane. But I do not have the required time. All my best greetings to Australia!
Thanks for the question. I recorded the departure and think about publishing it. It may take a while. Because in general, the viewers are more interested in approaches. Please stay tuned. Have a nice day!
Thanks for the suggestion! This is much easier said than done. It was already very difficult to get a good view of the PFD/ND. I will keep your suggestion in mind mind for the future development of the videos.
Vielen Dank fürs Anschauen und das gute Feedback! Das lässt sich nicht verhindern. Das ist ja der Originalton aus dem Flugzeug. Wir müssen ATC immer hören, da jederzeit ein Funkspruch kommen kann, der für uns ist oder nicht direkt für uns ist aber für uns trotzdem wichtig sein könnte. Einen schönen Tag noch!
Another great video. I notice at 2:28 you were cleared to FL130 and remained in managed descent. Would you not choose OP DES here. Just curious how you decide what to use. Thanks
Thanks! Good question! As long as we follow a prescribed arrival route with altitude restrictions, we use the managed descent mode. Then the airplane takes those restrictions into account. If we would use open descent, it would be just a descent with idle power to the FCU selected altitude. Any altitude constraints on the way would be ignored.
Thanks for bringing me to Rome. You pronounce Fiumicino without any foreign accent but grazie is a challenge because of the Italian R😂. You are very professional and quietly concerned of your skills.
I subscribed. Your videos are so interesting that for an unfortunate simulator pilot (in an A320!) they are of public utility! Don't stop making your great videos!
Very nice Approach with some busy traffic! Why did you request a landing clearance to the tower? Did you have in mind that he forgot you? That was an interesting unsual part that I have noticed. :) As always thank you for the video!
Thanks for watching and your feedback! When the preceding airplane has left the runway and nobody is departing infront of us, we expect the landing clearance. If it is not given to us, we usually ask. The tower may not forget us, but if somebody else may call in and start a lengthy call, tower may have no chance to clear us before we reach the runway. I had that experience once at another airport. We got the clearance at about 20 feet above the runway. Just in time to avoid a go around.
Thank you for another interesting and well produced video Captain. Nice smooth landing by the FO. I often see you adding a few knots to the final approach speed, what is the reason for this?
Thanks for watching and your good feedback! We compare the VLS (lowest selectable speed) from the MCDU to the VLS on the PFD. If the PFD VLS is higher, we add the difference to the approach speed in the MCDU. Also, we sometimes add some knots due to the overall wind situation. Especially at a gusty crosswinds or when we expect windshears.
Thanks for watching and the good feedback! I get this question lots of times. It depends. In general, I prefer small airports with only a little bit of traffic and the possibility to fly a visual approach from 25 miles or so away. Examples are Samos, Kos or Volos in Greece. I also love flying to Palma de Mallorca. There is a good amount of traffic, but the views of the mountains and the island are wonderful. Bigger airports, like London Heathrow are also nice to fly to because of the views of the city and/or Windsor Castle …. Even flying to and from Westerland on Sylt island in Germany may be nice because of the views to all the small islands and Helgoland on the way.
Just seconds before touch down you can clearly see a little bit of right bank, it's maybe not standart on the Airbus but 110% standart on GA planes, also when you do your ATPL school with small planes they are teaching us to do so! Very good crosswind landing and a great co-pilot! Also the approach, nice handling of aircraft, I think he was a good student😊
The first officer is a great pilot. He flies the Airbus and small airplanes. In the video, he shows a perfect landing. To avoid drifting from the centerline, the pilot flying may have to use the aileron together with the rudder before touchdown during a crosswind landing. This is true for all airplanes. If you use the rudder very late in the last moment prior touchdown to align the nose with the centerline, you may need just a little to no aileron. This is also true for all airplanes, big and small. If you use the rudder early to align the nose with the centerline and do not use the aileron in a crosswind, you will touchdown off the centerline or even off the runway. This is basic aerodynamic and also true for all airplanes.
Thanks for watching and your question! The Airbus is not different from other airplanes: the rudder pedals are also used for steering right and left and if you press down the upper area of the pedals, you hit the brakes.
Hello Captain, at 17:17 Tower requested “Speed 180” without a maintain until something DME. In this case I assume he means maximum speed is 180 knots. Confirm? Thanks 🙏
Good question! In general, speed 180 means speed 180 and not 180 or less or 180 or more. But ATC knows that we cannot land the airplane with a speed of 180. This would be way too fast. So we reduced - as instructed - to 180 knots. And a few moments later, we had to continue the speed reduction to our final approach speed.
Thank you for your answer. I just remembered as well that ATC normally can only ask for a maximum speed of 180kts until 6 miles final. In this case it worked out almost perfectly. Just beautiful when everything comes together as planned! Keep up the great content.
Thanks for the approval. But we do not do high speed taxi. After leaving the runway, we usually taxi not faster than 30 knots. Even if we have to taxi long distances. This is for safety reasons.
Just fantastic! WHy was the AP disconnected at 3k ft? Wouldnt that be done at 500ft? The sight of two trains crossing right on the flight path was too good.
Hey, I hope this comment answers your question. Generally, pilots can choose themselves when the autopilot is turned off. This could be at 1000 ft, 3000 ft, or hell, maybe 6000 ft. However, if they are flying a low-visibility ILS approach (maybe CAT II or CAT III), the autopilot is only disconnected when they have the runway in sight. This would be at the minimum safe altitude (it could be 500 ft as you specified). I'm not a real pilot, but generally this is the common practice.
That explains the situation. The pilot flying choses when she or he wants to switch off the autopilot during the approach. Exemptions are CAT 2 and CAT 3 approaches in fog. We fly those with autopilot and autoland. Here the autopilot stays on until touchdown.
Brilliant video as always I was under impression that with Airbus’ auto throttles were used all the way in but I heard the call manual throttles, is this quite a common practice?
Airbus has an autothrust system which can be used during the whole flight. The decision if it is used during the final approach is up to the pilot flying. Some airlines require autothrust on landings, other autothrust off. Here both ways are accepted and the pilot flying uses whatever she or he prefers on that particular day.
Thanks! Adding an ecam view is not that easy because possible camera locations are very limited. And I do not want to overload the picture. But I keep your suggestion in mind.
The good thing here is that taxiing needs way less fuel than flying. And we switched off one engine. That saved fuel and reduced emissions and the need for braking.
hi ...are there any reason for disconnecting A\T? ...if there is a screenshoot for ENG PARAMETER when auto thrust disengagment and REVERSER that will be a nice touch *|^
The pilot flying decides if he or she wants to do the final approach with autothrust on or off. You can discuss for an hour about the pros and cons. Some pilots prefer autothrust on landings, other autothrust off. Every pilot must be able and be proficient in autothrust on and off landings. The disconnection follows the published Airbus procedure. I would love to show the engine parameters during certain flight situations. But the recording is way more difficult than you may assume. Nevertheless, I will keep your suggestion in mind.
Activating the approach phase changes the speed schedule to a schedule which fits to the flaps configuration of the airplane. The plane will fly in managed speed mode after selecting the approach phase: Green dot or clean speed, then S-Speed, when flaps 1 is selected and F speed, if flaps are selected to 2 or 3. With flaps in landing configuration, the managed speed target will be a variable approach speed which is calculated automatically based on the weight, the entered tower wind and the groundspeed mini function .....
The checklist is part of the green SOPs. First you start the APU, then, after 3 minutes since high thrust application, you switch off engine 2 and switch on the electric hydraulic pump for the yellow system. At the parking position, first the yellow electric hydraulic pump is switched off and then engine one.
Thanks for watching and your good feedback! The audio in the video is the same audio which we hear in the cockpit. Sometimes it is difficult to find the perfect balance between the interphone audio level and the radio audio level.
When I landed here in Microsoft Flight Simulator the controller told me to taxi via "standard 1" and I didn't know what to do. I see now that they give this instruction in real life too and I'm wondering where you find this information? I have tried looking through the ground charts but couldn't find any "standard 1" information.
You find information like this in the AIP. Every country has an AIP which include the charts and shows all the information about airports and special procedures. We find this in the AOI section of the Lido charts. The AOI section contains all information which are specific to the operation at a certain airport. Lido compiles this information from the local AIPs and other relevant publications.
This is a little tricky. Legally, ATC should call you directly and tell you or make a general announcement for everybody. On the other hand, if the airplane in front of us gets a new QNH, we know that this will be valid also for uns and dial it in. A moment later usually ATC calls us. If not, we would clarify the QNH with ATC to confirm that it is also valid for us. The general risk is that ATC may be serving different airports with different QNHs. If they are close together, the difference in QNH usually would be 0.
Hallo captain, ist es eigentlich mal möglich als 15 jähriger in einem inner deutschen flug im jumpseat mitzufliegen? Ich fliege am 27. mai von EDDL nach EDDB, und denken sie dass ich mal nachfragen sollte bei der crew?
Leider ist es aufgrund von internationalen Sicherheitsvorschriften nicht mehr möglich als "normaler Passagier" auf dem Jumpseat mitzufliegen. Eine Nachfrage bei der Crew wird kein anderes Ergebnis bringen. Als es noch erlaubt war, bekamen wir regelmäßig im Cockpit Besuch von interessierten Passagieren. Du kannst natürlich fragen, ob Du vor oder nach dem Flug mal im Cockpit vorbeischauen darfst. Die Tatsache, dass der Besuch während des Fluges nicht mehr möglich ist, ist einer der Gründe, weshalb ich diesen TH-cam-Kanal mache. Er soll genau den Eindruck vermitteln, den man bekommt, wenn man auf dem Jumpseat mitfliegen würde.
Awesome video ! the contrôler ask you to contact tower and maintain 180 kt but you went below and maintain 160 until 4. Is that allowed? I thought you have to wait for another speed restriction or request free speed to decelerate ?
Thanks for watching and the feedback! This is always an interesting point. The controller knows that we are unable to land, if we would keep 180 knots to 4 NM or so. He expects us to slow down to final approach speed sometime. Even if he does not call us again or we ask. 160 to 4 is already challenging. So there is a point at which we have to slow down to the approach speed to be able to meet the stabilzed approach criteria. Otherwise we would have to abort the approach.
I don’t know if it helps but if you have a look at LIRF charts it has the following speed restrictions published: 210 knots while intercepting the LOC or at 12nm 180 knots while completing the intercept turn or at 8nm 160 until 4NM Idk if it’s possibly implied that you should follow those speeds, maybe it’s just Italian atc ahah
@@alep7110My understanding is that as soon as ATC gives you a speed instruction, that this is the speed you should fly until ATC gives you a new instruction. If you do not get speed instructions from ATC or if they do not say “you can fly your own speed”, they expect us to follow the published speeds. Here we mainained the 180 instruction as long as we could do and then reduced the speed for landing. The 180 instruction was not combined with a certain distance or so. Sometimes ATC tells us to fly a certain speed or less, or more, or exactly the speed until a certain distance. This is all very common and happens at lots of airports. The general goal for ATC is that the distance of the arriving planes is optimzed and a maximum number of planes can operate in and out of the airport. And we in the cockpit have to accommodate this without compromising a safe operation of the airplane with a stabilized final approach.
@@ApproachandDepartureVideos thank you captain, so what I understand is that atc will give me a speed restriction and I should follow it as long as I can and as long as I feel like the instruction is safe. Does the fact they don’t give you a distance for speeds make it harder to sequence a lot of traffic in? For example I think if they gave you “160 until 4 miles” it would make it easier to mantain really tight separation on the localizer. Do they not do that because it’s a low traffic situation and it doesn’t make a difference when you reduce the speed?
Ultimately, the PF (Pilot Flying) is just reciting what is shown on the FMA (Flight Mode Annunciator), shown on the top 5 columns of the PFD (Primary Flight Display).
Thanks for the friendly feedback! I published a video of an approach to Antalya a while ago. Here is the link: th-cam.com/video/OSrJjSKbUw4/w-d-xo.html As soon as I come back again to Antalya I will try to make another one.
The taxi time is usually included in the published flight times. But 25 minutes turnarounds are very challenging. Wiith a full Airbus A320 that would be almost impossible.
@@ApproachandDepartureVideos Ah yes, I hadn’t thought of it that way; block off- block-on being the flight time you would see as a passenger. Thank you!
There are no silly procedures at large international airlines. This is all well thought, for the safety of everybody and based on extensive risk assessments. The airplane manufacturer publishes operating procedures and the airlines have departments who do risk assessments and find out if and how those procedures can be implemented into the daily operations. The overall goal is to fly and taxi safely and with no incidents and accidents. Depending on all underlying circumstances, which are not the same at every airline, some airlines come to the conclusion that they let the first officers taxi and other come to a different result.
@@ApproachandDepartureVideos I know that , still silly not to learn to the copilots , future captains to taxi as they will have to do it and practice one day It still being old management criteria , the captain the big chief for all Taxiing is less dangerous and difficult than to manage emergencies,landing etc.....
@@frbo323 It looks like that you do not understand how the setup of safe procedures work. The large airlines have departments which are collecting all the pros and cons for a certain procedure setup. They do not care about if things are done by the captain or the fo. They just have to make sure that they find the best and safest solution for this particular airline. And if the result would be, that it would be better that the first officer is always taxiing the airplane, this would be the procedure. I worked at airlines where the first officer was taxiing when he or she was pilot flying and also at airlines where first officers were no allowed to taxi. And I know that all the airlines did a risk analysis before implementing the procedure. As I said, the result will always vary because the prerequisites at different airlines are not the same. If a first officer is upgraded to a captain, there will be plenty of training in the simulator and the airplane done. One element is - for sure - to fly and to taxi the airplane safely from the left seat.
@@frbo323 trust me man, taxiing is one of the dangerous maneuvers in aviation. It can get fatal in no time. Especially at the bigger airports, where you need to keep moving, keep yourself on the right instructed path and watching out for nearby traffic and obstacles. It is a very hard task to keep the airplane on the yellow line if not done with full concentration.
@@devansh8846 So the logical thing is to get used progressively to FO not to wait just when he becomes captain . Sounds logical. And even being checked by the captain near him....
Amazing as always! Wonderful approach with the final turn overhead the sea...just beautiful. Keep going & I'm really looking forward to next one on saturday :)
Thanks for watching and the great feedback! Have a nice day!
All captains should be like this captain. Kind and supportive.
Thanks for the friendly words! Have a great day!
Unfortunately the world is big 😅
Very professional pilots, They are already looking for traffic before ATC have advised and at the same time predicting all possible situations before they happen.
Thank you very much for the great feedback! Have a nice day!
A pleasure as always! This has got to be one of the most underrated channels on YT! I hope more people discover your channel soon! edit: I love that you have added extra info such as views from the FMS and taxiway charts etc, something new I've seen! All the very best to you and your colleagues that you work/fly with!
Thank you so much for the kind words! Please tell all your aviation friends about the channel and the videos. That would be a great help! Have a wonderful day!
One of the best aviation channels out there for multi screen flights
Thanks for watching and the great feedback! Please tell everybody about the channel! Thank you and have a nice day!
Greetings from Belgrade, Serbia
Thanks! Have a great day!
Καλημέρα σας , χαίρομαι με αυτές τις όμορφες εικόνες από την γειτονική μας χώρα , εύχομαι πάντα ηλιόλουστα ταξίδια και ανοιχτούς ορίζοντες , σας στέλνουμε χαιρετισμούς !
Thanks a lot! All the best to you!
I absolutely love your videos. You are such a nice man, and a great calming influence. I'm sure all Co-Pilots find it a pleasure flying with you.
Thank you so much for the wonderful words and the great feedback! All the best to you! Have a nice day!
Absolutely beautiful! I go back and watch it several times, zoomed up on different parts of the screen. I really appreciate the effort you go into making these and it's always a pleasure watching you share your knowledge with your FO!
Thanks for watching and for the very kind and detailed feedback! Have a wonderful day!
both of you guys look very good!! cockpit mood is so nice!! i learned many things every time. thank you ~~
Thanks for watching and your kind words! Have a nice day!
Hello Cpt.
Another beautiful and great video. 👌👍
What I really liked was the display of the Fuel Pred.
And of course the display of the charts during the approach.
The view of the landscape forward from the cockpit is also great. 🤩
The approach was also exciting despite the gusty wind.
Also the long taxi was interesting.
You do a great and beautiful job!
My enthusiasm for your videos is increasing more and more.
With this in mind, I wish you and your crew a nice week.
Greetings from Styria 🤗
Werner
Hello Werner, thanks for being a regular viewer of my videos! And - for sure - thanks for the great, detailed and helpful feedback! All my best greetings to Styria!
Hello Cpt.
Thanks for the great answer. I was very happy.
I like to. Are great videos.
Greetings from Styria 🤗
Werner
I 'flew' into Fiumicino airport just last night on Microsoft Flight Simulator, great timing! So cool to see how it's done in real life, and in particular how the approach is done and how the short cuts onto final work - I thought you had to turn onto base just as you reach a waypoint, so now I can make my turns more realistically. Thankyou Captain, and looking forward to the next one!
Thanks for watching and and the detailed feedback! You can turn to base anytime, if ATC clears you for that and you are able to get rid of the altitude until landing. Sure, and you should not fly too low. But the problem is more likely that ATC wants you high over the city and you need a few miles to get rid of the altitude. You hear ATC asking us if we are ready for a turn. They know about our high energy situation and do not want us to force into a too short approach distance.
Ich hoffe das ich irgendwann mal mit dir fliegen kann...die besten videos die man sich ansehen kann wenn es ums fliegen geht
Besser als jede doku weiter so💪
Vielen lieben Dank fürs tolle Feedback! Einen schönen Tag noch!
Thank you for including this wonderful airport
Thanks for watching!
What a smooth landing FO sir and really motivate me on everystep to become pilot.... thank you captain and salute to both of you❤❤❤❤❤...✈️👨🏻✈️🇮🇳
Thanks! The first officer is a very good pilot and did a wonderful job here. All the best to you for yor aviation career!!
@@ApproachandDepartureVideos Sir thank you sir just need both of your blessings .❤️❤️❤️
Best aviation channel out there, pleasure to watch always interesting. Many thanks.
Thank you! Please tell all your friends in aviation about my channel. Thanks in advance and have a nice day!
Ever is a pleasure to "fly" with you! What a nice landing. OMG what a long taxi...
Thanks for watching and the feedback! Have a great day!
Super landing by the FO!
I agree!
Sehr schönes Anflug Video auf dem internationalen Flughafen Rom bin dort zum heiligen Jahr 2015 gelandet bitte machen Sie weiter so mit den Anflug Videos Lieben Dank dafür
Vielen herzlichen Dank fürs Anschauen und das persönliche Feedback! Alles Gute und noch einen schönen Tag!
Mediterranean coast airports are always great, thanks for the great video :)
I agree!!! Thanks for watching and the nice feedback!
Thank you again, love the footage you are capturing.
Thanks for the great feedback! Have a good day!
Excellent approach on a fabulous day. Very nice. Thanks.
Thanks for your feedback!
Excellent video - excellent team!
@@Kilgurt Thanks for sharing your great feedback!
Excellent quality and detailed video. Thank you for posting.
Thanks for watching and the good feedback! Have a nice day!
Wonderful as always! Always happy every saturday to watch your very very nice videos!
Thanks for watching and the great feedback! Have a wonderful day!
@@ApproachandDepartureVideos thanks to you 😀
Just in time, was craving a new Airbus video from you! 😊
Thanks for watching! Have a nice day!
Benvenuti a Roma . Complimenti per il video grazie
Thanks for watching and lots of greetings to Italy!
Another great video! So glad to be able to see these amazing approaches, keep up the good work!
Thanks! Have a wonderful day!
Very nice approach and good video. Thank you!
Thanks for watching!
Amazing video, hopefully one day we get a rudder cam as well. Will add a whole new perspective on your rudder inputs. Thanks a lot.
Thanks for watching, the good feedback and your request. In transport category aircraft, we use the rudder during normal flight only for crosswind corrections, usually a moment prior touchdown. And after touchdown to steer the nose wheel along the runway until we use the tiller. So until a moment prior touchdown, the camera would show nothing. An then it would show something only for a minute or so. But I agree that it may be an interesting perspective, especially if the landing is done in a strong crosswind.
Wow, such a long taxi there in Rome but once again a very informative and great video. I love it in 4K.
Thanks for watching and your great feedback! Have a good day!
Yeah nine minutes from landing to parking the plane, makes me appreciate airports with tighter layouts.
Very nice video captain , the taxi chart is very complected sir 😅unbelievable
Nice video sir…
Thanks for watching and your feedback! Yes, the taxiing here is complicated. Especially because of the double letter names of some of the taxiways..
Smashed the like button before even seeing it ! Will be awesome as always
Thank you! I hope that you really like the video!
That was a long taxi to the stand - not quite as epic as the taxi in the Manchester video a few weeks back - but long enough 😄 Thank you for another enjoyable video.
Thanks for watching and the good feedback! It's great to hear that you like the video! Have a wonderful day!
20:56 absolute butter of a landing damn
I agree, he did a very nice landing!
Beautiful passage over Lake Bracciano ❤
Thanks for watching!
Just love watching your videos! Brilliant pilots! 😊
Thank you very much for watching and the good feedback! Have a great day!
CAP Stefan muy buenos e interesantes sus videos,soy un admirador de su capacidad y profesionalismo,de todos los videos el de Roma me pareció el más extenso hasta los estacionamientos .un saludo desde argentina
Thank you so much for watching and the detailed feedback! Best greetings to Argentina!
Thank you so much for these videos captain! I love that you display the MCDU pages like FUEL PRED or the RAD NAV during the Briefing, from my point of view this is very valuable. No need to say that the CRM is great as always! When you already preselect the QNH (4:35) is this some kind of SOP or just your personal preference?
Thanks for watching and the helpful feedback! We preset the QNH in accordance to the ATIS usually when we receive the ATIS or during the briefing. This is not needed, but also a good crosscheck when we are first cleared for an altitude.
Your videos are fascinating! I had no idea that the Airbus calculates geometric segments between waypoints, I thought they were always based on an idle profile, very interesting! 😊
Thanks for the great feedback and for sharing your observation! Have a nice day!
Lovely approach and landing. I love flying around Italia in Microsoft Flight Simulator and especially over Roma, where I can be naughty and land on the Circus Maximus in the de Havilland Tiger Moth. 😄I was a GA pilot here in Australia, flying mostly gliders, but I trained on a Tiger Moth when I first started, before switching to a Piper Tomahawk to gain my PPL. I also built and flew a Benson Gyrocopter but saw too many accidents and gave that away, lol. Retired now, so r/c model planes and flight simulators for me these days. Anyway, I love your videos, so thanks so much for making them.
Thank you so much for watching and for sharing your personal experiences! Australia must be a wonderful general aviation country. I have seen so many great landscape pictures and videos from your country. Wow, you built your own gyrocopter! That sounds like a very special adventure! I would love to build a 4 seated RV airplane. But I do not have the required time. All my best greetings to Australia!
Another great video Captain! Can I please ask why PF / PM was swapped on rollout?
This is company procedure. The captain has to taxi the airplane, even if she or he is not the pilot flying.
Hey capt , will we also be getting the departure video from LIRF in the future?
Thanks for the question. I recorded the departure and think about publishing it. It may take a while. Because in general, the viewers are more interested in approaches. Please stay tuned. Have a nice day!
Beautiful landing
I agree! The first officer did a great job!
Great videos. To show the upper and lower Ecam screens would be great :-)
Thanks for the suggestion! This is much easier said than done. It was already very difficult to get a good view of the PFD/ND. I will keep your suggestion in mind mind for the future development of the videos.
Thank you again for all your work 👍
Thanks for the good feedback!
Excellent video once again 👍
Thanks a lot!
Bitte weitermachen mit diesen Videos, ich warte jede Woche darauf. Beim Briefing stört der ATC ein wenig. Liebe Grüße und weiterhin gute Flüge.
Vielen Dank fürs Anschauen und das gute Feedback! Das lässt sich nicht verhindern. Das ist ja der Originalton aus dem Flugzeug. Wir müssen ATC immer hören, da jederzeit ein Funkspruch kommen kann, der für uns ist oder nicht direkt für uns ist aber für uns trotzdem wichtig sein könnte. Einen schönen Tag noch!
@@ApproachandDepartureVideos ja leider ist das so. Trotzdem freue ich mich auf weitere tolle Airports. Toll wäre mal Leipzig.
Another great video. I notice at 2:28 you were cleared to FL130 and remained in managed descent. Would you not choose OP DES here. Just curious how you decide what to use. Thanks
Thanks! Good question! As long as we follow a prescribed arrival route with altitude restrictions, we use the managed descent mode. Then the airplane takes those restrictions into account. If we would use open descent, it would be just a descent with idle power to the FCU selected altitude. Any altitude constraints on the way would be ignored.
@@ApproachandDepartureVideos Ah that makes perfect sense. So it's following the descent profile with constraints. Thanks for the reply
@@birdman4274 That is correct!
keep going the exzellent work
Thanks for the great feedback!
wie immer super geiles Video, weiter so!!!
Vielen Dank fürs Anschauen und das gute Feedback! Einen schönen Tag noch!
@@ApproachandDepartureVideos danke, ihnen auch ( ;
Richtig gute Videos, sehr coole Sichten auf die wichtigsten Anzeigen. Machen Sie weiter so und happy landings. 🎉
Vielen lieben Dank fürs Anschauen und das gute Feedback! Einen schönen Tag noch!
Brilliant as always!
Thank you!
very nice. stay safe captain
Thanks! All the best to you!
very nice approach
Thank you!
very nice and smooth landing
I agree!
Thanks for bringing me to Rome. You pronounce Fiumicino without any foreign accent but grazie is a challenge because of the Italian R😂. You are very professional and quietly concerned of your skills.
Thank you so much for the great feedback and the kind words! Have a nice day!
23:22 looks like another smooth Ryanair landing!
lol, nice catch
actually looked pretty smooth if you zoom in
I subscribed.
Your videos are so interesting that for an unfortunate simulator pilot (in an A320!) they are of public utility!
Don't stop making your great videos!
Thank your for the nice feedback! I wish you always happy landings with your simulator!
Very nice Approach with some busy traffic!
Why did you request a landing clearance to the tower? Did you have in mind that he forgot you? That was an interesting unsual part that I have noticed. :)
As always thank you for the video!
Thanks for watching and your feedback! When the preceding airplane has left the runway and nobody is departing infront of us, we expect the landing clearance. If it is not given to us, we usually ask. The tower may not forget us, but if somebody else may call in and start a lengthy call, tower may have no chance to clear us before we reach the runway. I had that experience once at another airport. We got the clearance at about 20 feet above the runway. Just in time to avoid a go around.
Love these videos, keep up the good work :)
Thanks for the great feedback!
Thank you for another interesting and well produced video Captain. Nice smooth landing by the FO. I often see you adding a few knots to the final approach speed, what is the reason for this?
Thanks for watching and your good feedback! We compare the VLS (lowest selectable speed) from the MCDU to the VLS on the PFD. If the PFD VLS is higher, we add the difference to the approach speed in the MCDU. Also, we sometimes add some knots due to the overall wind situation. Especially at a gusty crosswinds or when we expect windshears.
Beautiful!
Thanks for watching and the good feedback!
Great video once again! Do you have a favourite airport to land or take off from?
Thanks for watching and the good feedback! I get this question lots of times. It depends. In general, I prefer small airports with only a little bit of traffic and the possibility to fly a visual approach from 25 miles or so away. Examples are Samos, Kos or Volos in Greece. I also love flying to Palma de Mallorca. There is a good amount of traffic, but the views of the mountains and the island are wonderful. Bigger airports, like London Heathrow are also nice to fly to because of the views of the city and/or Windsor Castle …. Even flying to and from Westerland on Sylt island in Germany may be nice because of the views to all the small islands and Helgoland on the way.
Just seconds before touch down you can clearly see a little bit of right bank, it's maybe not standart on the Airbus but 110% standart on GA planes, also when you do your ATPL school with small planes they are teaching us to do so! Very good crosswind landing and a great co-pilot! Also the approach, nice handling of aircraft, I think he was a good student😊
The first officer is a great pilot. He flies the Airbus and small airplanes. In the video, he shows a perfect landing. To avoid drifting from the centerline, the pilot flying may have to use the aileron together with the rudder before touchdown during a crosswind landing. This is true for all airplanes. If you use the rudder very late in the last moment prior touchdown to align the nose with the centerline, you may need just a little to no aileron. This is also true for all airplanes, big and small.
If you use the rudder early to align the nose with the centerline and do not use the aileron in a crosswind, you will touchdown off the centerline or even off the runway. This is basic aerodynamic and also true for all airplanes.
@@ApproachandDepartureVideos I didn't know it. Thank you very much!
That was a good landing.
I agree! The first officer did a wonderful job!
Another great video Captain! What cost index do you guys normally use?
Thanks for watching and the good feedback! There is no general cost index number. The cost index is is defined by dispatch for every flight.
Welcome to my home airport Captain 👍
Thanks! Many greetings to Rome!
Thank you as always for the amazing video, Captain. I have one question: where / what is the control for manual braking while taxiing?
Thanks for watching and your question! The Airbus is not different from other airplanes: the rudder pedals are also used for steering right and left and if you press down the upper area of the pedals, you hit the brakes.
@@ApproachandDepartureVideos thank you very much sir
Hello Captain, at 17:17 Tower requested “Speed 180” without a maintain until something DME. In this case I assume he means maximum speed is 180 knots. Confirm? Thanks 🙏
Good question! In general, speed 180 means speed 180 and not 180 or less or 180 or more. But ATC knows that we cannot land the airplane with a speed of 180. This would be way too fast. So we reduced - as instructed - to 180 knots. And a few moments later, we had to continue the speed reduction to our final approach speed.
Thank you for your answer. I just remembered as well that ATC normally can only ask for a maximum speed of 180kts until 6 miles final. In this case it worked out almost perfectly. Just beautiful when everything comes together as planned! Keep up the great content.
Nice video Stefan! A quick question: Are you allowed to just say "Fox" instead of "Foxtrott"? :)
Thanks! 100 % correct would be Foxtrott, but Fox is often used by pilots and ATC instead of the full Foxtrott.
@@ApproachandDepartureVideos Thanks! :)
Eurowings 50F approved for high speed taxiiiiiiiii
Thanks for the approval. But we do not do high speed taxi. After leaving the runway, we usually taxi not faster than 30 knots. Even if we have to taxi long distances. This is for safety reasons.
Just fantastic! WHy was the AP disconnected at 3k ft? Wouldnt that be done at 500ft? The sight of two trains crossing right on the flight path was too good.
Hey, I hope this comment answers your question.
Generally, pilots can choose themselves when the autopilot is turned off. This could be at 1000 ft, 3000 ft, or hell, maybe 6000 ft. However, if they are flying a low-visibility ILS approach (maybe CAT II or CAT III), the autopilot is only disconnected when they have the runway in sight. This would be at the minimum safe altitude (it could be 500 ft as you specified). I'm not a real pilot, but generally this is the common practice.
That explains the situation. The pilot flying choses when she or he wants to switch off the autopilot during the approach. Exemptions are CAT 2 and CAT 3 approaches in fog. We fly those with autopilot and autoland. Here the autopilot stays on until touchdown.
@@ApproachandDepartureVideos Thanks so much! Your videos are awesome.
@@roshanuppal3553 Yes it does answer my question. This question had always bothered me.
Brilliant video as always
I was under impression that with Airbus’ auto throttles were used all the way in but I heard the call manual throttles, is this quite a common practice?
Airbus has an autothrust system which can be used during the whole flight. The decision if it is used during the final approach is up to the pilot flying. Some airlines require autothrust on landings, other autothrust off. Here both ways are accepted and the pilot flying uses whatever she or he prefers on that particular day.
@@ApproachandDepartureVideos thank you for the reply. Very interesting
nice landing and nice video... can u add a ecam view?
Thanks! Adding an ecam view is not that easy because possible camera locations are very limited. And I do not want to overload the picture. But I keep your suggestion in mind.
Good lord, glad you had enough fuel for that taxi! I swear it's longer than my drive home!
The good thing here is that taxiing needs way less fuel than flying. And we switched off one engine. That saved fuel and reduced emissions and the need for braking.
How do you measure the speed on the ground when taxiing? Is there an extra display for the rolling speed?
We use the ground speed indication which is available in the upper left corner of the navigation display.
@@ApproachandDepartureVideos thank you !💓
hi ...are there any reason for disconnecting A\T? ...if there is a screenshoot for ENG PARAMETER when auto thrust disengagment and REVERSER that will be a nice touch *|^
The pilot flying decides if he or she wants to do the final approach with autothrust on or off. You can discuss for an hour about the pros and cons. Some pilots prefer autothrust on landings, other autothrust off. Every pilot must be able and be proficient in autothrust on and off landings. The disconnection follows the published Airbus procedure.
I would love to show the engine parameters during certain flight situations. But the recording is way more difficult than you may assume. Nevertheless, I will keep your suggestion in mind.
When you activate the approach phrase what does this actually do?
Activating the approach phase changes the speed schedule to a schedule which fits to the flaps configuration of the airplane. The plane will fly in managed speed mode after selecting the approach phase: Green dot or clean speed, then S-Speed, when flaps 1 is selected and F speed, if flaps are selected to 2 or 3. With flaps in landing configuration, the managed speed target will be a variable approach speed which is calculated automatically based on the weight, the entered tower wind and the groundspeed mini function .....
hello capt. what single engine taxi procedure? what should I open and what should I shut down?
The checklist is part of the green SOPs. First you start the APU, then, after 3 minutes since high thrust application, you switch off engine 2 and switch on the electric hydraulic pump for the yellow system. At the parking position, first the yellow electric hydraulic pump is switched off and then engine one.
@@ApproachandDepartureVideos Thanks for your answer capt. I try on my flight simulator next time.
I love these videos but I would prefer less volume on the radios as it's difficult to hear you over the chatter.
Thanks for watching and your good feedback! The audio in the video is the same audio which we hear in the cockpit. Sometimes it is difficult to find the perfect balance between the interphone audio level and the radio audio level.
Love From 🇧🇷
Thanks for watching and all the best to you!
When I landed here in Microsoft Flight Simulator the controller told me to taxi via "standard 1" and I didn't know what to do. I see now that they give this instruction in real life too and I'm wondering where you find this information? I have tried looking through the ground charts but couldn't find any "standard 1" information.
You find information like this in the AIP. Every country has an AIP which include the charts and shows all the information about airports and special procedures. We find this in the AOI section of the Lido charts. The AOI section contains all information which are specific to the operation at a certain airport. Lido compiles this information from the local AIPs and other relevant publications.
A question: If you overhear ATC giving the current QNH to a different aircraft do you adjust yours?
This is a little tricky. Legally, ATC should call you directly and tell you or make a general announcement for everybody. On the other hand, if the airplane in front of us gets a new QNH, we know that this will be valid also for uns and dial it in. A moment later usually ATC calls us. If not, we would clarify the QNH with ATC to confirm that it is also valid for us. The general risk is that ATC may be serving different airports with different QNHs. If they are close together, the difference in QNH usually would be 0.
For which airline do you work for?
Eurowings. You will hear it in the audio and more detailed information is available in the description.
Hallo captain, ist es eigentlich mal möglich als 15 jähriger in einem inner deutschen flug im jumpseat mitzufliegen? Ich fliege am 27. mai von EDDL nach EDDB, und denken sie dass ich mal nachfragen sollte bei der crew?
Leider ist es aufgrund von internationalen Sicherheitsvorschriften nicht mehr möglich als "normaler Passagier" auf dem Jumpseat mitzufliegen. Eine Nachfrage bei der Crew wird kein anderes Ergebnis bringen. Als es noch erlaubt war, bekamen wir regelmäßig im Cockpit Besuch von interessierten Passagieren. Du kannst natürlich fragen, ob Du vor oder nach dem Flug mal im Cockpit vorbeischauen darfst. Die Tatsache, dass der Besuch während des Fluges nicht mehr möglich ist, ist einer der Gründe, weshalb ich diesen TH-cam-Kanal mache. Er soll genau den Eindruck vermitteln, den man bekommt, wenn man auf dem Jumpseat mitfliegen würde.
Awesome video ! the contrôler ask you to contact tower and maintain 180 kt but you went below and maintain 160 until 4. Is that allowed? I thought you have to wait for another speed restriction or request free speed to decelerate ?
Thanks for watching and the feedback! This is always an interesting point. The controller knows that we are unable to land, if we would keep 180 knots to 4 NM or so. He expects us to slow down to final approach speed sometime. Even if he does not call us again or we ask. 160 to 4 is already challenging. So there is a point at which we have to slow down to the approach speed to be able to meet the stabilzed approach criteria. Otherwise we would have to abort the approach.
I don’t know if it helps but if you have a look at LIRF charts it has the following speed restrictions published:
210 knots while intercepting the LOC or at 12nm
180 knots while completing the intercept turn or at 8nm
160 until 4NM
Idk if it’s possibly implied that you should follow those speeds, maybe it’s just Italian atc ahah
@@alep7110My understanding is that as soon as ATC gives you a speed instruction, that this is the speed you should fly until ATC gives you a new instruction. If you do not get speed instructions from ATC or if they do not say “you can fly your own speed”, they expect us to follow the published speeds. Here we mainained the 180 instruction as long as we could do and then reduced the speed for landing. The 180 instruction was not combined with a certain distance or so. Sometimes ATC tells us to fly a certain speed or less, or more, or exactly the speed until a certain distance. This is all very common and happens at lots of airports. The general goal for ATC is that the distance of the arriving planes is optimzed and a maximum number of planes can operate in and out of the airport. And we in the cockpit have to accommodate this without compromising a safe operation of the airplane with a stabilized final approach.
@@ApproachandDepartureVideos thank you captain, so what I understand is that atc will give me a speed restriction and I should follow it as long as I can and as long as I feel like the instruction is safe. Does the fact they don’t give you a distance for speeds make it harder to sequence a lot of traffic in? For example I think if they gave you “160 until 4 miles” it would make it easier to mantain really tight separation on the localizer. Do they not do that because it’s a low traffic situation and it doesn’t make a difference when you reduce the speed?
Haha, I know one of the pilots on coms from one of the other flights. What a small world.
You see both of us flying together in several videos on the channel.
@@ApproachandDepartureVideos Ah, I meant one of the pilots of another A320 in traffic :) Recognized his voice on frequency!
7:56 "descending FL 90" what does it mean?
This does mean that ATC instructed us to descent to flightlevel 90. Flightlevel 90 is 9000 feet with a standard altimeter setting of 1013.2 hpa.
@@ApproachandDepartureVideos got it, captain! ))
Please explain what Lockstar means
Its LOC*. Localizer *. Means it has intercepted the localizer. Once its established on the localizer, it becomes LOC.
Ultimately, the PF (Pilot Flying) is just reciting what is shown on the FMA (Flight Mode Annunciator), shown on the top 5 columns of the PFD (Primary Flight Display).
It has been answered already! Great explanations!
wery nice video! i saw set ur company is flying to ze butyfull Antalya! are we goink to se anatser approach into Antalya beszt regerags! Nikiöas
:D
Thanks for the friendly feedback! I published a video of an approach to Antalya a while ago. Here is the link: th-cam.com/video/OSrJjSKbUw4/w-d-xo.html As soon as I come back again to Antalya I will try to make another one.
@@ApproachandDepartureVideos can you fly trabzon? beautiful approach in there, or maybe Rize-Artvin
Taxi as long as the flight...
Yes. Taxiing in Rome is usually very long. London Heathrow could be even longer, especially during a departure.
You can see why Ryanair mostly use Ciampino, they may struggle meet their 25 minute turnaround times with those long taxis! 💶💶
The taxi time is usually included in the published flight times. But 25 minutes turnarounds are very challenging. Wiith a full Airbus A320 that would be almost impossible.
@@ApproachandDepartureVideos Ah yes, I hadn’t thought of it that way; block off- block-on being the flight time you would see as a passenger. Thank you!
ja
Why not let the copilots taxi also to get used to it as one day they will be also captains,never understood this silly procedure
There are no silly procedures at large international airlines. This is all well thought, for the safety of everybody and based on extensive risk assessments. The airplane manufacturer publishes operating procedures and the airlines have departments who do risk assessments and find out if and how those procedures can be implemented into the daily operations. The overall goal is to fly and taxi safely and with no incidents and accidents. Depending on all underlying circumstances, which are not the same at every airline, some airlines come to the conclusion that they let the first officers taxi and other come to a different result.
@@ApproachandDepartureVideos I know that , still silly not to learn to the copilots , future captains to taxi as they will have to do it and practice one day
It still being old management criteria , the captain the big chief for all
Taxiing is less dangerous and difficult than to manage emergencies,landing etc.....
@@frbo323 It looks like that you do not understand how the setup of safe procedures work. The large airlines have departments which are collecting all the pros and cons for a certain procedure setup. They do not care about if things are done by the captain or the fo. They just have to make sure that they find the best and safest solution for this particular airline. And if the result would be, that it would be better that the first officer is always taxiing the airplane, this would be the procedure. I worked at airlines where the first officer was taxiing when he or she was pilot flying and also at airlines where first officers were no allowed to taxi. And I know that all the airlines did a risk analysis before implementing the procedure. As I said, the result will always vary because the prerequisites at different airlines are not the same. If a first officer is upgraded to a captain, there will be plenty of training in the simulator and the airplane done. One element is - for sure - to fly and to taxi the airplane safely from the left seat.
@@frbo323 trust me man, taxiing is one of the dangerous maneuvers in aviation. It can get fatal in no time. Especially at the bigger airports, where you need to keep moving, keep yourself on the right instructed path and watching out for nearby traffic and obstacles. It is a very hard task to keep the airplane on the yellow line if not done with full concentration.
@@devansh8846 So the logical thing is to get used progressively to FO not to wait just when he becomes captain .
Sounds logical. And even being checked by the captain near him....
The english pronounciation of italian atc controllers is terrible, they speak a "romanized" english 😂
In every country, the ATC English is pronounced a little different. Even in English language areas you will hear differences