These have become a staple of my saturday mornings, thanks yet again for a great video! And for a bit of added immersion, I sometimes start up MS Flightsim 2020 while watching, and try to do the same approach (or departure) in similar conditions, with not always quite as successful results. But I always get the virtual plane down, one way or another.
Thanks for watching and for sharing your personal flight experiences in your simulator! I wish you lots of fun with your simulator and always nice landings!
Danke fuer das Video. Bin schoen oefter zurueck in meine Heimatstadt geflogen, aber als Passagier hat man nie diesen schoenen Ausblick wie aus dem Cockpit! Vielen Dank!
Vielen Dank für Dein gutes Feedback! Bitte berichte allen, die Du kennst und sich für Luftfahrt interessieren, vom Kanal! Vielen Dank vorab und einen schönen Tag!
Hello Cpt. A beautifully flown approach and landing on the 15 in LOWS. 🤩👍 Salzburg is a beautiful city to visit. 🏙 If you ever get the chance, there is the Haus der Natur and of course everything about our Wolferl (Mozart). But the best thing is the Mozart balls! What I really liked are the recordings of the flight data and the charts. Thank you for always taking the time for these great videos and insights into your work. 😄 Especially after parking, I think it's great that you show your plane. Great design from Eurowings. With this in mind, I wish you and your crew a nice week. Greetings from Styria 🤗 Werner
Werner, thank you very much for watching, the helpful feedback and for your tips for a nice Salzburg visit! I visited the city a while ago and can also highly recommend a trip to Salzburg. Have a great day! Greeting to Styria!
Ach war das schön. Ich hatte das Gefühl nach Hause zu kommen. Als junges Mädchen war ich im Internat in Berchtesgaden und beim Landeanflug sah ich bei ca. 13:00 Uhr den Watzmann in der Ferne. Was sind wir durch die Berge geklettert. Ich muß unbedingt mal wieder dort hin. Vielen Dank für das wunderschöne Video!
Vielen lieben Dank fürs Anschauen und das sehr persönliche Feedback mit dem Hinweis auf den Watzmann! Ich finde auch, dass das Salzburger Land sehr schön ist und ein sehr gutes Ziel für einen Kurzurlaub darstellt.
Es ist fantastisch, auch mit der Einblendung der Charts und dass man das meiste nachvollziehen kann. Mich wundert allerdings, dass es der Arbeitgeber erlaubt aufzunehmen und zu veröffentlichen. Daumen hoch.
es könnte eher ein Problem mit dem Rundfunkgesetz in Ö geben, das eigentlich die Veröffentlichung jeglicher Funksprüche auf offiziellen Frequenzen verbietet - aber uns solls Recht sein :)
I highly do appreciate your great feedback! Please tell all your friends who are interested in aviation about the channel! Thanks in advance and have a nice day!
Wow, Salzburg is one of my favorite airports in FS2020. If you ever do an approach from the other side (down the valley), be sure to film and post it! 😃
As always, smooth transition and informative approach. I’m training for my ATPL in the UK and it does help to understand the concept of ILS approach. Thank you
Thank you very much for watching, your good feedback and your financial support of the channel! This helps a lot! I also would like to wish you all the best for you aviation career!
Nice video, as always. as already said i was in ibiza where i saw airplanes flying a few meters above our heads. good day and good weekend to all the crew
It is great to hear that you like my videos! Most of the time, the wind is ok for an ILS approach. So most of my approaches have been the ILS to runway 15. I would love to fly the circling approach again. But it may take a while until the wind does allow an approach to runway 15. Please stay tuned.
Thanks you for a wonderful upload I really like attention to detail, the briefing, and screenshots of various MCDU pages. Your regular uploads are better than TV shows! :-) Thanks cpt.!
Always a delight. I hope you get to do another trip to Corfu soon, I know you filmed one ages ago but it was before all your brilliant angles on the avionics. The circle to land there is a lot of fun.
Thanks for watching and for your friendly words! I love Corfu very much and hope to be scheduled to Corfu soon again. As always, it may take a while. Please stay tuned and have a nice day!
Since I started IR training this year, we often approach and depart via BIBAG in Eggenfelden (EDME). Missed approach in Salzburg is also less difficult if you're only going 80 kts :D Nice video as always 👏
Thanks for watching and for sharing your personal experience! Sure, with 80 knots it is much easier to stay clear of obstacles as with 140 knots. But the Airbus is climbing much better than a single engine airplane.
Thank you very much for watching and your good feedback! The wind turned prior landing and we also would land with some tailwind on runway 15 instead of doing the circling procedure when coming from the north. Best greetings to Verona!
Der Pfeil zeigt auf das SI NDB. Bei 16:55 ŭberfliegen wir den Sender und der Pfeil dreht entsprechend. Was zukünftig kommt, hängt vom Dienstplan ab. Und der ist immer eine Überraschung.
The thing I find maddening about TH-cam is that every time I watch one of your videos I am bombarded with recommendations for other take off / landing channels which for whatever reasons are just not up to your standard and I have to keep clicking the "don't recommend this channel" button. Yet another excellent video Sir, thank you so much.
Another magnificent video 👍It was interesting how the tail wind dropped and swung around to a headwind with increased strength. I notice you quite often add a few knots to the VLS. Just wondered what determined that. Thanks 👍👍
We do an VLS check during the approach and compare the VLS which is displayed on the MCDU with the VLS from the PFD. The PFD-VLS is calculated by the plane on the basis of aerodynamical data and the MCDU is calculated on the basis of the loadsheet weight plus fuel. If the PFD-VLS is higher, we add the difference to the approach speed. Sometimes, I also add some knots to the approach speed because of expected wind shears or downdrafts during the approach. Airbus allows an increment to the VLS of up to 15 knots, if needed, especially for gusty crosswind or/and wind shears.
@@ApproachandDepartureVideos Thanks for a detailed and comprehensive answer. Have a great day and look forward to some more great content. I think this channel will grow big. 👍
Gut gemachtes Video vom Anflug auf den Wolfgang Amadeus Mozart Flughafen Salzburg man hat immer den Untersberg im Hintergrund gesehen Lieben Dank für das Video ich sehe Ihre Videos sehr gerne an
Thanks for watching! The destinations in my schedule are always a surprise. I am sure to fly to France and UK again in the future. But it may take a while. Please stay tuned.
Wow stunning approach! Thank you for your great videos :) If you have to fly the missed approach procedure for runway 15 at LOWS would you fly the procedure via hand flying because of the terrain and return back to the SBG VOR? IS that correct? Have a nice day!
Thanks for the great feedback! Yes, we would fly the go around procedure by hand to make sure that we have the required bank angle and the correct maximum speed in the first turn. This is essential to stay clear of the mountains. After the turn, we could switch on the autopilot.
Vielen Dank! Innsbruck ist genau wie Salzburg auch ein CAT-C-Platz und erfordert spezielles Training und regelmäßige Flüge dorthin. Ich fliege noch andere CAT-C-Plätze an, Innsbruck aber derzeit nicht.
Thanks for your good feedback! We usually do a VLS check prior landing to find out if the VLS shown on the PFD is higher than the VLS on the MCDU. If the VLS on the PFD is higher, we add the difference to the other VLS to the approach speed. The readout on the PFD is analog and the MCDU value is digital. Sometimes it is diffucult to read it by the knot. In this cases I like to add a knot or so more. Also there is a procedure in the books which allows to add speed for gusty (crosswind) approaches or expected windshears.
Thanks for your good feedback! We always share our flight legs. If we fly two legs, the first officer is flying one leg and I fly the other leg. If we fly four legs, both pilots fly 2 as pilot flying. Salzburg airport is a category C airport. The landing must be done by the captain and the captain needs to have special simulator training before flying to Salzburg the first time.
Great content again. Really appreciate being able to watch your descent management, watching it all come together on the ND is great I notice you avoided using speed brakes at any point, is there a particular reason you did so? It would’ve been slightly easier to slow down to 250 by FL100 with them instead of V/S 0 for a moment? Not criticising just genuinely curious what the thought process and your experience tells you about this, just completed my type rating on the 320 and I probably would’ve just used the speed brake first to aid in this, the momentary level off is an interesting tactic that i’ll keep in mind though should I be risking over speeding in a descent
Thanks for watching and your good feedback! We usually use the speedbrakes if our energy level is high or too high, during an emergency descent, if there is an urgent need to reduce speed with a fast deceleration rate or if we need some help to slow down the airplane during the final approach. High energy level means that we are high on the idle descent profile. If we are on the profile or even below the profile, the use of speedbrakes does not make any sense. Sure, it would slow us down faster. But the downside would be that we later would have to add more power. The result would be the use of more fuel than without the speedbrakes. Here, we were good on the profile, so the reduction of the descent rate to 0 gave us a good deceleration to 250 knots at 10.000 feet with idle power.
@@ApproachandDepartureVideos Thank you very much for your detailed response sir, that all makes sense and it’s very educational. Going into line training I’ll keep this in mind
I so enjoy your videos , this mornings so beautful to watch from you both, can I just ask something please, when you put landing gear down, what are the 3 switches your co-pilot uses. many thanks . hope its ok to ask too
It’s great to hear that you enjoy my videos! When the pilot flying commands the gear down, the pilot monitoring moves the gear handle from the up to the down position. Afterwards, she or he arms the spoilers and switches the lights on the nose gear to on.
Thanks for watching and the good feedback! I do not know about a minimum height. But the pilot must be able to reach the controls in the airplane he or she is flying. The Airbus has adjustable rudder pedals and seats. But the airplanes for initial training at the flight schools may not have this features. They usually only have an adjustable seat. I suggest that you check with a local flight school. They may give you the opportunity to sit in an airplane cockpit to check if it would be ok for you.
In general, this is correct. If you enter direct to a waypoint, all other waypoints in between will be erased and it shows T-P for turning point as the from waypoint. And the waypoint you entered as the to waypoint. Alternatively, you can enter a “direct to with abeam”. Then the intermediate waypoints stay as abeam waypoints in the flightplan between the turning point and the direct to waypoint. Most of the time, we use the “direct to with abeam” function. The display on the ND depends on the software version. Most airplanes show the to waypoint even if you enter a direct to with abeam. Other airplanes show the next abeam waypoint as to waypoint on the ND.
Thanks a lot for the Videos, always much to learn for a Simmer like me. One question: you always fly the initial APP with both AP's. Is it a rule or company rule? Always three green and happy landings 😀
Thanks for watching and your great feedback! It is Airbus standard procedure to fly the ILS approach with 2 autopilots engaged. If one would fail, the other autopilot would continue the approach.
Nice approach and landing. I thought it was a NEO at first due to the low brk on the FMA, seems that now CEO A32X can get the same sotware version as the NEOs ?
Great video, I just recently was on a flight that landed in Salzburg but we came fron the opposite site of the runway so we did a kinda sharp turn right before landing. Did you also have to do that while landing in Salzburg one day?
Thanks for watching and for sharing your comment! The approach from the south is rare, but very interesting due to the late turn and the proximity to the obstacles. Usually, we fly - as long as the wind allows it - the approach from the north. I did the approach from the south a few times. But unfortunately, I do not have a good recording of it. As soon as I fly this approach again, I will try to record and publish a video. Have a nice day!
@@ApproachandDepartureVideos Wow that we be awesome! Thanks for replying and props to you sir for being so involved with the community in the comments!
I was wondering if you could send me an SOP for eurowings? So I can use it for flight simulator because yeah the Fenix a320 is that realistic even the circuit breakers are clickable
Hello Captain, thank you for your great videos. Once established on the ILS localizer, at what point do you stop looking at the PFD and look at the runway? I notice that around 100 feet before you touchdown you no longer follow the glideslope, so are you going by the PAPIS by that point?
Thanks for the good feedback! During the approach, we watch the instruments and also the outside view (if not in the clouds). We call that scanning. Especially during the flare, the outside view gets the main focus.
I was always curious, how do you decide who is flying a take-off or landing and who is monitoring? (Captain or F.O.) Is it a Company directive or depends solely on the captain? Thank you for the nice and informative videos!
Good question. We share the flights. If there are 2 legs, every pilot is flying one leg and on the other leg pilot monitoring. Some airports, like Salzburg or Funchal, are restricted by the company or the government to Captains landing only. So, if flying to Salzburg or Funchal or if we have to do an autoland in fog, the Captain is always pilot flying and the First Officer is pilot monitoring. For unrestricted airports, we discuss before we fly the first leg who wants to fly which leg and come to a good result.
@@ApproachandDepartureVideos Thanks for the confirmation & the quick response 😃. The audio was a bit hard to understand for me there. Is this a common phrase in ATC communication? Im used to numbers being called "as digits" like: "one zero degrees"
Good morning! Great flight again! I have one question: what is that -10000 restriction you put into bilbag waypoint? The desired/ATC advised FL at that wyp was FL100, correct? You nicely match that one with that negative restriction - I only knew inputing the desired FL.
Thanks for the good feedback! ATC advised us to cross that point at FL 100. But the transition level was FL 110. So below FL 110, we had to use the local QNH setting and our altimeter indicates no FL anymore. So we crossed the point at 10.000 feet. The difference between FL indication and the indication based on QNH was only 90 feet during this approach.
Moinsen, was mir bei allen Videos auffällt ist, dass der Pilot Monitoring (PM) den Approach brieft sowie das NAV Set-Up macht und nicht der Pilot Flying (PF) der ihn ja eigentlich abfliegt. Ich persönlich kenne das nur andersherum. Ist das Company Procedure bei der Eurowings? Wo wird hier der Vorteil oder der Sicherheitsgewinn gesehen? Viele Grüße von der Nordseeküste
Das komplette Setup für den An- oder Abflug macht der pilot-flying. Dann kommt das Briefing. Im Briefing brieft der pilot monitoring den Anflug oder Abflug. Dabei wird unter anderem gecheckt, ob das vom pilot flying eingegebene Setup mit den Karten übereinstimmt. Der pilot flying erklärt dann unter anderem, wie er oder sie den Anflug fliegen möchte und die dazu gehörende Performance. Das ist das standard Verfahren von Airbus. Es wurde von einer Arbeitsgruppe bei Airbus entwickelt. Dieser Gruppe gehörten Vertreter großer Airlines und von Airbus an.
@@ApproachandDepartureVideos super! Vielen herzlichen Dank für die Antwort. Der Part, der zeigt, dass der PF den Anflug vorbereitet, hatte im Video gefehlt. Dann macht das Verfahren natürlich mehr als Sinn, da beide Piloten sich gegenseitig überprüfen können. Danke für die Videos! Immer wieder toll anzuschauen :)
Eine Frage: Gab es bei Eurowings Flugzeugen in den letzten Monaten eine Art Software Update bezüglich der Autobrake bzw. des FMAs? Soweit ich mich erinnern konnte war im FMA in der A/THR Spalte das "BRK LO" immer nur bei den NEOs abgebildet, aber jetzt ist es bei jedem einzelnen Flugzeug das du fliegst ebenfalls vorhanden. Gab es also vor einiger Zeit ein Update oder war das schon immer so und ich habe es bisher immer nur übersehen? (Als FB vorne im Cockpit, bin leider nicht mehr FB)
Darfst du deiner Familie Plätze im Flugzeug kostenlos reservieren oder freihalten? Wenn es nur Rabatt gibt wie hoch ist der? Freue mich über eine Antwort Liebe Grüßen aus Leipzig
Gute Frage: Nein, die Familie hat keine kostenlosen Plätze im Flugzeug. Allerdings bekommt man als Mitarbeiter einer Fluggesellschaft vergünstigte Tickets bei der eigenen und auch bei anderen Airlines. Manche Vergünstigungen gelten auch für direkte Familienangehörige.
Guten Morgen, ich habe eine Frage zu den Flap-Settings vor der Landung. Warum kommt der Call "Flaps 3" und "FLaps full" direkt hintereinander? Kann man von "Flaps 2" nicht gleich "Flaps full" callen oder würde das der Maschine einen zu starken plötzlichen Auftrieb geben?
Das Standard-Verfahren sieht vor, dass nach Flaps 2 erstmal das Fahrwerk ausgefahren wird. Dann kommen die Flaps auf 3 und danach -- wenn es passt -- auf Full.
Okay I gotta ask, why do the PMs keep their hand on the stick? Or indeed, when in autopilot, either pilot keeping a hand on the stick? Seems like a recipe for unintended inputs, including dual inputs or accidental AP disconnect. Makes me nervous whenever I see a non-flying person with their hand on the stick
The Airbus is a non conventional airplane. Your statement may be right in a conventional airplane. With the Airbus, the pilot monitoring has her or his hand at or close to the sidestick because the push to talk button for the radio is located at the sidestick. If the pilot flying is flying manually, the pilot monitoring must be able to take over immediately if needed. Also, the natural relaxed seating position puts the hand somehow at the sidestick. You need a good amount of force to move the sidestick. Even with the hand at the sidestick, there will be no unintentional inputs from the pilot monitoring because the arm sits very relaxed on the armrest. If both pilots would make an input, the Airbus would say "dual input" as a warning and both inputs would be added. So no reason to be nervous about it. This all is standard Airbus procedure.
@@ApproachandDepartureVideosI've read plenty of accident reports where "dual input" was annuciated, yet due to the startle effect of the emergency no pilot notices, usually with bad consequences. (The most obvious and painful example I can think of is AFR447.) But it's good to hear that it's difficult to move by accident, that makes a lot of difference. Thank you for the wonderful reply.
@@UnshavenStatue The dual inputs in the accident reports usually happened because both pilots somehow tried to save the plane without following the required procedures. This is never a good idea. Only one pilot shall control the sidestick at any given time. If the other pilot has to take over, a clear announcement of "I have control" is needed and in case of a pilot incapacitation, the takeover pushbutton has to be pressed to deactivate the other sidestick.
@@ApproachandDepartureVideosYes of course disobeying procedure is a contributor to almost all accidents, yet that is the point isn't it? To err is human, and it's humanly impossible to always, perfectly follow procedures. Hence why we must take defense against *when* they're disobeyed, and that's the reason I ask. Of course if procedure is followed it's never a problem, but when it's not... Again, many thanks for the replies
@@UnshavenStatue The best method to avoid incidents and accidents is a good pilot training. Due to the reports, we learn from all incidents and accidents and procedures are updated and new training programs are generated
I always try to fly with idle power as long as possible. Best is from top of descent until shortly before 1000 feet. Sometimes it is not possible. With tailwind, it makes sense to fly more conservative. Also the ILS starts at about 2500 feet above the airport, so it is a good idea not to be too fast at the final approach point.
![Quito Approach - Lufthansa MD-11F [English Subtitles]](/img/n.gif)
Stunning approach and landing Captain! Always the perfect way to begin the weekends :-) All the best, David
Thank you so much for watching, for the good feedback and for your financial support of the channel! This helps a lot! Have a wonderful day!
These have become a staple of my saturday mornings, thanks yet again for a great video! And for a bit of added immersion, I sometimes start up MS Flightsim 2020 while watching, and try to do the same approach (or departure) in similar conditions, with not always quite as successful results. But I always get the virtual plane down, one way or another.
Thanks for watching and for sharing your personal flight experiences in your simulator! I wish you lots of fun with your simulator and always nice landings!
Nice to see an Austrian airport in your series, the mountains around LOWS are so scenic! Thank you for another awesome video!
Thanks for watching and for your kind feedback! Have a nice day!
One of the best approaches with the scenic mountain view. Such a beautiful city.
I agree! Very nice views and very nice area!
Danke fuer das Video. Bin schoen oefter zurueck in meine Heimatstadt geflogen, aber als Passagier hat man nie diesen schoenen Ausblick wie aus dem Cockpit! Vielen Dank!
Vielen Dank fürs Anschauen und das Feedback! Das stimmt, der Ausblick aus dem Cockpit ist schon besonders schön! Einen schönen Tag noch!
Super, dass ihr die deutsche Ansage des Kapitäns nun auch noch mit aufgenommen habt 👍
Vielen Dank fürs Anschauen und das sehr hilfreiche Feedback! Einen schönen Tag noch!
Deine Videos sind bei weitem die besten und einblickreichsten Cockpit-Videos auf TH-cam ❤. Vielen Dank und mach weiter.
Vielen Dank für Dein gutes Feedback! Bitte berichte allen, die Du kennst und sich für Luftfahrt interessieren, vom Kanal! Vielen Dank vorab und einen schönen Tag!
Hello Cpt.
A beautifully flown approach and landing on the 15 in LOWS. 🤩👍
Salzburg is a beautiful city to visit. 🏙
If you ever get the chance, there is the Haus der Natur and of course everything about our Wolferl (Mozart).
But the best thing is the Mozart balls!
What I really liked are the recordings of the flight data and the charts.
Thank you for always taking the time for these great videos and insights into your work. 😄
Especially after parking, I think it's great that you show your plane.
Great design from Eurowings.
With this in mind, I wish you and your crew a nice week.
Greetings from Styria 🤗
Werner
Werner, thank you very much for watching, the helpful feedback and for your tips for a nice Salzburg visit! I visited the city a while ago and can also highly recommend a trip to Salzburg. Have a great day! Greeting to Styria!
Thanks for the upload, very interesting. The view is incredible.
I am glad that you enjoyed the video! Thanks for your good feedback! Have a nice day!
Enjoy watching your videos!! Keep up the great work! Be safe!
Thank you very much! I will do so! Have a nice day!
The scenery is beautiful. I really enjoy the debrief you do at the end of the flight. Thanks for sharing.
Thank you very much for watching and your helpful feedback! Have a nice day!
Wonderful video as always many thanks I look forward to watching these every week, many thanks look forward to ’flying’ With you again!😎
Thanks for the friendly words and the great feedback! Have a nice day!
Another amazing approach and landing. The views were breathtaking during the flight ✈️ Thank You Captain and First Officer
Thanks for watching and your kind feedback. Have a nice day!
Thank you Captain for another perfect video.Looking forward to the next one.
Thanks for watching! All the best to you!
Den Anflug bereits mal vom Boden sehen können in anderen Planespotting Videos und nun auch mal aus dem Cockpit. Sehr schön! Grüße aus HH
Vielen Dank fürs gute Feedback und ein schönes Wochenende nach Hamburg!
Every saturday it became a routine to watch at morning and then fly with the same callsign and destination on flight simulator:D
Thanks for sharing your feedback! Have a nice day and lots of fun with your simulator!
Wieder ein perfektes Video! Salzburg ist immer wieder schön.
Vielen lieben Dank für das Lob! Einen schönen Tag noch!
Ach war das schön. Ich hatte das Gefühl nach Hause zu kommen. Als junges Mädchen war ich im Internat in Berchtesgaden und beim Landeanflug sah ich bei ca. 13:00 Uhr den Watzmann in der Ferne. Was sind wir durch die Berge geklettert. Ich muß unbedingt mal wieder dort hin. Vielen Dank für das wunderschöne Video!
Vielen lieben Dank fürs Anschauen und das sehr persönliche Feedback mit dem Hinweis auf den Watzmann! Ich finde auch, dass das Salzburger Land sehr schön ist und ein sehr gutes Ziel für einen Kurzurlaub darstellt.
@@ApproachandDepartureVideos Auch ich muss mich mal für ihre lieben Antworten bedanken.
Es ist fantastisch, auch mit der Einblendung der Charts und dass man das meiste nachvollziehen kann. Mich wundert allerdings, dass es der Arbeitgeber erlaubt aufzunehmen und zu veröffentlichen. Daumen hoch.
Vielen Dank für das Lob und das hilfreiche Feedback!
es könnte eher ein Problem mit dem Rundfunkgesetz in Ö geben, das eigentlich die Veröffentlichung jeglicher Funksprüche auf offiziellen Frequenzen verbietet - aber uns solls Recht sein :)
The charming babybus☺️looking forward to apply as a F/O at EW next year👍🏽
That sounds very good! I hope to see you in the cockpit soon!
Super smooth landing despite the late wind change direction. And the scennery was awesome! Thank you for this fulll info 4K video! Can't wait next :)
Thanks for watching and your great feedback!
Thank you Captain Stefan for the beautiful upload, as always. You are a gift to us all.
Thank you so much for watching and for your very kind words! Have a wonderful day!
Always so professional - thank you for sharing this wonderful scenic flight.
Thank you very much for watching and for your good feedback! Have a great day!
Wie immer, bestes Wetter, sympathische Crew und ein schöner Anflug. Mensch, man kann euch glatt beneiden :-)
Vielen lieben Dank fürs Anschauen und das tolle Feedback! Einen schönen Tag noch!
Credit to the Profession your CRM is a wonderful example to anyone thinking of entering the Industry, Happy Flying Crew 🙂
Thank you so much for watching and for sharing your observations! All the best to you!
Immer wieder ein Top Video. Schön, dass du auch inzwischen deine eigenen Kabinenansagen mit reinbringst. 😊
Vielen Dank fürs gute und hilfreiche Feedback!
enjoyed the approach. awesome scenery!
Thanks for watching!
Another great video into the wonderful Salzburg, I really must get back there some time!
Thanks for the friendly words! It' a very nice area: Good for short or long vacations, summer or winter.
Thank you for your wonderful glimpses behind the flightdeck door... I learn a lot, and also just enjoy 👍.
I am very glad to hear that!
One of the best channel out here in the TH-cam game, thanks for sharing your passion with us captain 🙏
I highly do appreciate your great feedback! Please tell all your friends who are interested in aviation about the channel! Thanks in advance and have a nice day!
Lovely approach and landing
Thank you so much!
Amazing landscape.Super video
Thanks a lot for watching and your great feedback!
Wow, Salzburg is one of my favorite airports in FS2020. If you ever do an approach from the other side (down the valley), be sure to film and post it! 😃
I - for sure - will do so! Have a nice day!
As always, smooth transition and informative approach. I’m training for my ATPL in the UK and it does help to understand the concept of ILS approach. Thank you
That's good to hear! I wish you all the best for your ATPL training! Always happy landings!
Beautiful approach, great video
Many thanks!
Thanks for the great videos. It’s amazing to see an approach into my hometown 🤩 hopefully I get to do this approach in real life myself one day 🤝🏼
Thank you very much for watching, your good feedback and your financial support of the channel! This helps a lot! I also would like to wish you all the best for you aviation career!
Lovely mountain views on the approach. Once again a very nice video Captain. Your videos always make my Saturdays. 😊
Thank you so much! Have a great weekend!
Awesome video thanks for the upload :D
Thanks for the great feedback!
Nice video, as always. as already said i was in ibiza where i saw airplanes flying a few meters above our heads. good day and good weekend to all the crew
Thanks for watching and for sharing your personal experience! All the best to you!
Again a very interesting & enjoyable flight to watch... danke, Captain & Co-Pilot!
Thank you and Danke for watching and your good feedback!
Amazing! Thank you for uploading these fantastic videos! I'd love to see the circling to runway 33 in Salzburg...that would be stunning 🤩
It is great to hear that you like my videos! Most of the time, the wind is ok for an ILS approach. So most of my approaches have been the ILS to runway 15. I would love to fly the circling approach again. But it may take a while until the wind does allow an approach to runway 15. Please stay tuned.
Thank you, another interesting video
Thanks for watching!
Nice video, glad that you continually share videos with us!
Thanks for watching and your good feedback!
Sehr schön hat mir den Tag verbessertz
Das freut mich sehr! Vielen Dank fürs Anschauen!
ahhh perfect weekend vlog......like always say smooth approach ❤❤❤...Salute Captain sir🙏🏻✈️👨🏻✈️🇮🇳...always love from my side....🎉✈️🙏🏻👨🏻✈️
Thanks again for watching and for being a regular viewer of my videos! Have a great day!
Your videos are absolutely phenomenal and very educational! Thanks!
Thanks for the kind words! Have a wonderful day!
Amazing approach! Looking forward to the next flight you post!
Thanks for your good feedback!
Verry verry nice as every week! Really great view! Love your videos! Tks a lot!
Thanks for watching and your great feedback! Have a nice day!
Stunning approach into a beautiful airport. Will definitely try that on Flight Simulator one day.
Thanks for watching and for sharing your good feedback! Have fun with your simulator!
Fantastic very calm
Thanks for watching and the good feedback!
Thanks you for a wonderful upload I really like attention to detail, the briefing, and screenshots of various MCDU pages. Your regular uploads are better than TV shows! :-) Thanks cpt.!
It's great to hear that you like my videos! Thanks for the helpful feedback!
Once again another great video, can't wait flying the real Airbus myself. Got basetraining next week :)
Thank you for your good feedback! That sound great! I wish you lots of fun and many nice flights with the "real" Airbus!
@@ApproachandDepartureVideos Thank you :=)
Thanks for your videos for us, for simulator players. Keep it up!
Thank you very much for watching and for your financial support of the channel! Have a great day!
Always a delight. I hope you get to do another trip to Corfu soon, I know you filmed one ages ago but it was before all your brilliant angles on the avionics. The circle to land there is a lot of fun.
Thanks for watching and for your friendly words! I love Corfu very much and hope to be scheduled to Corfu soon again. As always, it may take a while. Please stay tuned and have a nice day!
Since I started IR training this year, we often approach and depart via BIBAG in Eggenfelden (EDME). Missed approach in Salzburg is also less difficult if you're only going 80 kts :D
Nice video as always 👏
Thanks for watching and for sharing your personal experience! Sure, with 80 knots it is much easier to stay clear of obstacles as with 140 knots. But the Airbus is climbing much better than a single engine airplane.
Super Video und LG aus LOWS!
Vielen Dank fürs Anschauen und das gute Feedback! Liebe Grüße nach Salzburg!
Another great video. Scenic approach, cavok. Very nice F/O. I thought you made a circling due to tailwind. Greetings from Verona!
Thank you very much for watching and your good feedback! The wind turned prior landing and we also would land with some tailwind on runway 15 instead of doing the circling procedure when coming from the north. Best greetings to Verona!
Im rechten Display: Was zeigt der nervöse grüne Pfeil da an, der dauernd rumzuckt?
Wann gehts bitte nach Rhodos? Supervideo, Qualität wie gewohnt!
Das frage ich mich auch. Im Flugsimulator gibt´s das nicht...
Der Pfeil zeigt auf das SI NDB. Bei 16:55 ŭberfliegen wir den Sender und der Pfeil dreht entsprechend. Was zukünftig kommt, hängt vom Dienstplan ab. Und der ist immer eine Überraschung.
The thing I find maddening about TH-cam is that every time I watch one of your videos I am bombarded with recommendations for other take off / landing channels which for whatever reasons are just not up to your standard and I have to keep clicking the "don't recommend this channel" button. Yet another excellent video Sir, thank you so much.
Thank you so much for your great and very interesting feedback! Have a wonderful day!
Da is ja mal richtig was los am Funk 😁
Ist ja auch eine schöne Gegend. Salzburg und Umgebung ist ein gutes Ziel für kleine Sportflugzeuge.
Another magnificent video 👍It was interesting how the tail wind dropped and swung around to a headwind with increased strength. I notice you quite often add a few knots to the VLS. Just wondered what determined that. Thanks 👍👍
We do an VLS check during the approach and compare the VLS which is displayed on the MCDU with the VLS from the PFD. The PFD-VLS is calculated by the plane on the basis of aerodynamical data and the MCDU is calculated on the basis of the loadsheet weight plus fuel. If the PFD-VLS is higher, we add the difference to the approach speed. Sometimes, I also add some knots to the approach speed because of expected wind shears or downdrafts during the approach. Airbus allows an increment to the VLS of up to 15 knots, if needed, especially for gusty crosswind or/and wind shears.
@@ApproachandDepartureVideos Thanks for a detailed and comprehensive answer. Have a great day and look forward to some more great content. I think this channel will grow big. 👍
@@birdman4274 Please tell everybody you know who may be interested about my channel! Thanks in advance for your help!
@@ApproachandDepartureVideos I certainly will Captain!
Gut gemachtes Video vom Anflug auf den Wolfgang Amadeus Mozart Flughafen Salzburg man hat immer den Untersberg im Hintergrund gesehen Lieben Dank für das Video ich sehe Ihre Videos sehr gerne an
Vielen herzlichen Dank für Ihr Lob und die Information zum Berg im Hintergrund. Einen schönen Tag noch!
Great video as always. Any chance of seeing more UK or French airports in the near future?
Thanks for watching! The destinations in my schedule are always a surprise. I am sure to fly to France and UK again in the future. But it may take a while. Please stay tuned.
Wow stunning approach! Thank you for your great videos :) If you have to fly the missed approach procedure for runway 15 at LOWS would you fly the procedure via hand flying because of the terrain and return back to the SBG VOR? IS that correct? Have a nice day!
Thanks for the great feedback! Yes, we would fly the go around procedure by hand to make sure that we have the required bank angle and the correct maximum speed in the first turn. This is essential to stay clear of the mountains. After the turn, we could switch on the autopilot.
@@ApproachandDepartureVideos Thank you for the information!
Wie immer ein tolles Video. Geht´s auch mal nach LOWI?
Vielen Dank! Innsbruck ist genau wie Salzburg auch ein CAT-C-Platz und erfordert spezielles Training und regelmäßige Flüge dorthin. Ich fliege noch andere CAT-C-Plätze an, Innsbruck aber derzeit nicht.
Wonderful video as always. May I ask, when and why do you decide sometimes to add a few kts to the final approach speed?
Thanks for your good feedback! We usually do a VLS check prior landing to find out if the VLS shown on the PFD is higher than the VLS on the MCDU. If the VLS on the PFD is higher, we add the difference to the other VLS to the approach speed. The readout on the PFD is analog and the MCDU value is digital. Sometimes it is diffucult to read it by the knot. In this cases I like to add a knot or so more. Also there is a procedure in the books which allows to add speed for gusty (crosswind) approaches or expected windshears.
@@ApproachandDepartureVideos awesome, thank you so much for your reply, it is really appreciated
Great content as usual. If I may ask, when and if do you allow your First Officer to be PF rather than PM 🤔🤔🤔
Thanks for your good feedback! We always share our flight legs. If we fly two legs, the first officer is flying one leg and I fly the other leg. If we fly four legs, both pilots fly 2 as pilot flying. Salzburg airport is a category C airport. The landing must be done by the captain and the captain needs to have special simulator training before flying to Salzburg the first time.
Great content again. Really appreciate being able to watch your descent management, watching it all come together on the ND is great
I notice you avoided using speed brakes at any point, is there a particular reason you did so? It would’ve been slightly easier to slow down to 250 by FL100 with them instead of V/S 0 for a moment? Not criticising just genuinely curious what the thought process and your experience tells you about this, just completed my type rating on the 320 and I probably would’ve just used the speed brake first to aid in this, the momentary level off is an interesting tactic that i’ll keep in mind though should I be risking over speeding in a descent
Thanks for watching and your good feedback! We usually use the speedbrakes if our energy level is high or too high, during an emergency descent, if there is an urgent need to reduce speed with a fast deceleration rate or if we need some help to slow down the airplane during the final approach. High energy level means that we are high on the idle descent profile. If we are on the profile or even below the profile, the use of speedbrakes does not make any sense. Sure, it would slow us down faster. But the downside would be that we later would have to add more power. The result would be the use of more fuel than without the speedbrakes. Here, we were good on the profile, so the reduction of the descent rate to 0 gave us a good deceleration to 250 knots at 10.000 feet with idle power.
@@ApproachandDepartureVideos Thank you very much for your detailed response sir, that all makes sense and it’s very educational. Going into line training I’ll keep this in mind
I so enjoy your videos , this mornings so beautful to watch from you both, can I just ask something please, when you put landing gear down, what are the 3 switches your co-pilot uses. many thanks . hope its ok to ask too
It’s great to hear that you enjoy my videos! When the pilot flying commands the gear down, the pilot monitoring moves the gear handle from the up to the down position. Afterwards, she or he arms the spoilers and switches the lights on the nose gear to on.
@@ApproachandDepartureVideos thank you so much
this is an amazing view. just one question: they never gave the crew the new QNH of 1015 (like they did to the VFR traffic) - any idea why?
No. But 1 hpa is just 30 feet on the altimeter. Weather was good. So it did not really matter.
Wunderbar! 🙂
Vielen Dank!
Another great video!!! Quick question: What is the minimum height to become a pilot?
Thanks for watching and the good feedback! I do not know about a minimum height. But the pilot must be able to reach the controls in the airplane he or she is flying. The Airbus has adjustable rudder pedals and seats. But the airplanes for initial training at the flight schools may not have this features. They usually only have an adjustable seat. I suggest that you check with a local flight school. They may give you the opportunity to sit in an airplane cockpit to check if it would be ok for you.
because when you select direct the intermediate waypoints are not deleted, on the a320 the sim shows T-P and the direct waypoint on the ND
In general, this is correct. If you enter direct to a waypoint, all other waypoints in between will be erased and it shows T-P for turning point as the from waypoint. And the waypoint you entered as the to waypoint. Alternatively, you can enter a “direct to with abeam”. Then the intermediate waypoints stay as abeam waypoints in the flightplan between the turning point and the direct to waypoint. Most of the time, we use the “direct to with abeam” function. The display on the ND depends on the software version. Most airplanes show the to waypoint even if you enter a direct to with abeam. Other airplanes show the next abeam waypoint as to waypoint on the ND.
Thanks a lot for the Videos, always much to learn for a Simmer like me.
One question: you always fly the initial APP with both AP's. Is it a rule or company rule?
Always three green and happy landings 😀
Thanks for watching and your great feedback! It is Airbus standard procedure to fly the ILS approach with 2 autopilots engaged. If one would fail, the other autopilot would continue the approach.
Thanks a lot - again something learnd to fly my Flightfactor A320 better. 😄@@ApproachandDepartureVideos
Nice approach and landing. I thought it was a NEO at first due to the low brk on the FMA, seems that now CEO A32X can get the same sotware version as the NEOs ?
Thanks for your good feedback! Yes, there is a software upgrade available for the CEO to bring some NEO functions to the CEO airplanes,
Great video, I just recently was on a flight that landed in Salzburg but we came fron the opposite site of the runway so we did a kinda sharp turn right before landing. Did you also have to do that while landing in Salzburg one day?
Thanks for watching and for sharing your comment! The approach from the south is rare, but very interesting due to the late turn and the proximity to the obstacles. Usually, we fly - as long as the wind allows it - the approach from the north. I did the approach from the south a few times. But unfortunately, I do not have a good recording of it. As soon as I fly this approach again, I will try to record and publish a video. Have a nice day!
@@ApproachandDepartureVideos Wow that we be awesome! Thanks for replying and props to you sir for being so involved with the community in the comments!
Amazing wpproach ive landed here in microsoft flight simulator
I was wondering if you could send me an SOP for eurowings? So I can use it for flight simulator because yeah the Fenix a320 is that realistic even the circuit breakers are clickable
Thanks for watching and your feedback!
Sorry, I cannot do that. But the SOPs are almost the same as the new original Airbus SOPs which are available in the internet from several sources.
Hello Captain, thank you for your great videos. Once established on the ILS localizer, at what point do you stop looking at the PFD and look at the runway? I notice that around 100 feet before you touchdown you no longer follow the glideslope, so are you going by the PAPIS by that point?
Thanks for the good feedback! During the approach, we watch the instruments and also the outside view (if not in the clouds). We call that scanning. Especially during the flare, the outside view gets the main focus.
As always 6 of 5 stars.
Thank you so much for your great feedback! Have a wonderful day!
I was always curious, how do you decide who is flying a take-off or landing and who is monitoring? (Captain or F.O.)
Is it a Company directive or depends solely on the captain?
Thank you for the nice and informative videos!
Good question. We share the flights. If there are 2 legs, every pilot is flying one leg and on the other leg pilot monitoring. Some airports, like Salzburg or Funchal, are restricted by the company or the government to Captains landing only. So, if flying to Salzburg or Funchal or if we have to do an autoland in fog, the Captain is always pilot flying and the First Officer is pilot monitoring. For unrestricted airports, we discuss before we fly the first leg who wants to fly which leg and come to a good result.
Thank you sir for your illuminating answer!
Super cool insights! What is the ATC at 8:15? Is it: EW9N, right by 10, ...?
She wanted us to turn to the right by 10 degrees. So we added 10 degrees to our actual heading and made this as the new heading.
@@ApproachandDepartureVideos Thanks for the confirmation & the quick response 😃. The audio was a bit hard to understand for me there. Is this a common phrase in ATC communication? Im used to numbers being called "as digits" like: "one zero degrees"
The phrase is very common. We hear something like this every day.
Good morning! Great flight again! I have one question: what is that -10000 restriction you put into bilbag waypoint? The desired/ATC advised FL at that wyp was FL100, correct? You nicely match that one with that negative restriction - I only knew inputing the desired FL.
Thanks for the good feedback! ATC advised us to cross that point at FL 100. But the transition level was FL 110. So below FL 110, we had to use the local QNH setting and our altimeter indicates no FL anymore. So we crossed the point at 10.000 feet. The difference between FL indication and the indication based on QNH was only 90 feet during this approach.
Moinsen,
was mir bei allen Videos auffällt ist, dass der Pilot Monitoring (PM) den Approach brieft sowie das NAV Set-Up macht und nicht der Pilot Flying (PF) der ihn ja eigentlich abfliegt. Ich persönlich kenne das nur andersherum. Ist das Company Procedure bei der Eurowings? Wo wird hier der Vorteil oder der Sicherheitsgewinn gesehen?
Viele Grüße von der Nordseeküste
Das komplette Setup für den An- oder Abflug macht der pilot-flying. Dann kommt das Briefing. Im Briefing brieft der pilot monitoring den Anflug oder Abflug. Dabei wird unter anderem gecheckt, ob das vom pilot flying eingegebene Setup mit den Karten übereinstimmt. Der pilot flying erklärt dann unter anderem, wie er oder sie den Anflug fliegen möchte und die dazu gehörende Performance. Das ist das standard Verfahren von Airbus. Es wurde von einer Arbeitsgruppe bei Airbus entwickelt. Dieser Gruppe gehörten Vertreter großer Airlines und von Airbus an.
@@ApproachandDepartureVideos super! Vielen herzlichen Dank für die Antwort. Der Part, der zeigt, dass der PF den Anflug vorbereitet, hatte im Video gefehlt. Dann macht das Verfahren natürlich mehr als Sinn, da beide Piloten sich gegenseitig überprüfen können.
Danke für die Videos! Immer wieder toll anzuschauen :)
Have you ever flown to Tivat?
No.
Eine Frage:
Gab es bei Eurowings Flugzeugen in den letzten Monaten eine Art Software Update bezüglich der Autobrake bzw. des FMAs?
Soweit ich mich erinnern konnte war im FMA in der A/THR Spalte das "BRK LO" immer nur bei den NEOs abgebildet, aber jetzt ist es bei jedem einzelnen Flugzeug das du fliegst ebenfalls vorhanden.
Gab es also vor einiger Zeit ein Update oder war das schon immer so und ich habe es bisher immer nur übersehen? (Als FB vorne im Cockpit, bin leider nicht mehr FB)
Gute Beobachtung! Die Software ist aktualisiert worden.
I support your channel with a little donation
Thank you so much for your financial support of my channel! This really helps a lot! Have a great day!
i need to fly this ils runway 15 approach in microsoft flight simulator
I wish you lots of fun with your simulator!
Waren Sie zufällig am 4.8 in Lissabon?😊
Nein, ich war schon länger nicht mehr in Lissabon.
@@ApproachandDepartureVideos Schade :D Hatte mir eingebildet Sie dort auf der Frequenz gehört zu haben.
Darfst du deiner Familie Plätze im Flugzeug kostenlos reservieren oder freihalten? Wenn es nur Rabatt gibt wie hoch ist der? Freue mich über eine Antwort Liebe Grüßen aus Leipzig
Gute Frage: Nein, die Familie hat keine kostenlosen Plätze im Flugzeug. Allerdings bekommt man als Mitarbeiter einer Fluggesellschaft vergünstigte Tickets bei der eigenen und auch bei anderen Airlines. Manche Vergünstigungen gelten auch für direkte Familienangehörige.
Guten Morgen, ich habe eine Frage zu den Flap-Settings vor der Landung. Warum kommt der Call "Flaps 3" und "FLaps full" direkt hintereinander? Kann man von "Flaps 2" nicht gleich "Flaps full" callen oder würde das der Maschine einen zu starken plötzlichen Auftrieb geben?
Alles hat halt seine Ordnung. Schön nacheinander und überlegt.
Das Standard-Verfahren sieht vor, dass nach Flaps 2 erstmal das Fahrwerk ausgefahren wird. Dann kommen die Flaps auf 3 und danach -- wenn es passt -- auf Full.
Nice video, sir! I flew Eurowings last week, hoping. I'd have you as the pilot on one of my 2 flights!
Thanks for the good feedback! I am sorry that I was not on one of your flights. Maybe next time. Have a nice day!
@ApproachandDepartureVideos it's ok thanks for the great videos
Warum redet der Funk (Tower) deutsch mit dem einen ?
Ist das erlaubt
Ja. Sichtflugverkehr, der meist mit kleinen Sportflugzeugen stattfindet, darf auch in deutscher Sprache mit dem Tower sprechen.
@@ApproachandDepartureVideos ah danke für die Antwort 👌
Okay I gotta ask, why do the PMs keep their hand on the stick? Or indeed, when in autopilot, either pilot keeping a hand on the stick? Seems like a recipe for unintended inputs, including dual inputs or accidental AP disconnect. Makes me nervous whenever I see a non-flying person with their hand on the stick
The Airbus is a non conventional airplane. Your statement may be right in a conventional airplane. With the Airbus, the pilot monitoring has her or his hand at or close to the sidestick because the push to talk button for the radio is located at the sidestick. If the pilot flying is flying manually, the pilot monitoring must be able to take over immediately if needed. Also, the natural relaxed seating position puts the hand somehow at the sidestick. You need a good amount of force to move the sidestick. Even with the hand at the sidestick, there will be no unintentional inputs from the pilot monitoring because the arm sits very relaxed on the armrest. If both pilots would make an input, the Airbus would say "dual input" as a warning and both inputs would be added. So no reason to be nervous about it. This all is standard Airbus procedure.
@@ApproachandDepartureVideosI've read plenty of accident reports where "dual input" was annuciated, yet due to the startle effect of the emergency no pilot notices, usually with bad consequences. (The most obvious and painful example I can think of is AFR447.) But it's good to hear that it's difficult to move by accident, that makes a lot of difference. Thank you for the wonderful reply.
@@UnshavenStatue The dual inputs in the accident reports usually happened because both pilots somehow tried to save the plane without following the required procedures. This is never a good idea. Only one pilot shall control the sidestick at any given time. If the other pilot has to take over, a clear announcement of "I have control" is needed and in case of a pilot incapacitation, the takeover pushbutton has to be pressed to deactivate the other sidestick.
@@ApproachandDepartureVideosYes of course disobeying procedure is a contributor to almost all accidents, yet that is the point isn't it? To err is human, and it's humanly impossible to always, perfectly follow procedures. Hence why we must take defense against *when* they're disobeyed, and that's the reason I ask. Of course if procedure is followed it's never a problem, but when it's not...
Again, many thanks for the replies
@@UnshavenStatue The best method to avoid incidents and accidents is a good pilot training. Due to the reports, we learn from all incidents and accidents and procedures are updated and new training programs are generated
Wenn man es ganeu nimmt ist es : halb Neun österreichische Zeit und 8 Uhr 30 deutsche Zeit 😁
Vielen Dank fürs Anschauen!
Where is the CDA? More than 2 miles keeping 4000 feet.
I always try to fly with idle power as long as possible. Best is from top of descent until shortly before 1000 feet. Sometimes it is not possible. With tailwind, it makes sense to fly more conservative. Also the ILS starts at about 2500 feet above the airport, so it is a good idea not to be too fast at the final approach point.
"MOSQUITO 67U"😂
Jetfly Aviation's callsign
Very enjoyable, as always! And what a beautiful day to land on Salzburg. 🏔️ ☀️ perfect
Thank you very much for watching and your good feedback!