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I always let my first officers have the option to taxi. The beach nineteen hundred.Unfortunately the Saab add a tiller, but I taught them how to taxi without the tiller as well

Airbus has a different philosophy, and it is SOP by Airbus. On the Boeing (I flew for over 25 years) I totally agree. On the Airbus, the stick is not moving so you can’t feel and see if your colleague is holding the stick. On a yoke it’s a total different story because holding it would interfere with the pilot flying. Also because there is no feedback on the stick it’s impossible to see which inputs the PF gives, so taking over controls is done by the red button on the stick to take sidestick priority and avoid dual inputs and therefor the hand of the Pilot monitoring should be on the stick during critical flight fases.

@ ok thanks. I've been a Boeing guy since 2007 and I'm going to the Airbus this Spring. I'm pretty excited. It looks like alot of things are more automatic and I won't be wrestling a yoke and throwing a million switches. As long as I have a good FO, I'll be fine!

@@gordorjohnson Both aircraft do have their charmes. Best thing of the Airbus is off course the table! Enjoy the training!

@@gordorjohnsonalso, the stick has the transmit button for the radios.

Thanks Pepijn!

Hello Francisco, good question! In our company the pilot flying is also pilot taxiing. Also in KLM and few other dutch airlines, this is standard. I know soms companies have different operating procedures and sometimes the reason is that there is only one tiller at the captains side.

In our company, we swap seats. Not with brand new first officers, but the ones who have some experience, they get to fly from the left seat as well.

STD Airbus SOP‘s

North Pole is turning, who knows where Santa will be living in 30 years!

30 kts

@@yok7451no speed limit.

Thats standard procedure on the Airbus. The pilot monitoring should have his or her hand on the sidestick. There is no force feedback, so no interference with the pilot flying. On the Boeing 737 you should not have your hand on the yoke, because it’s interconnected with the yoke of the pilot flying.

@@CaptainSkydancer I thought the report on the Air France A330-300 crash mentioned that if there are inputs from both sticks the system averages them out. The co pilot continued to exert rear pressure even after the captain had taken command. 'My aircraft' should mean hands off stick and throttle and feet off rudder pedals.

⁠@@robharris5467actually the inputs are added up. Obviously there is only one pilot flying and any situation of 2 pilots trying to fly the aircraft should be avoided in any aircraft in any situation. Having the ability to take over control is a must for both pilots. In the video my thumb is over the red button on the sidestick so if I had to take over control, I would clearly state that by calling “I have control” but also pushing te sidestick priority button (red button) to override the First officers sidestick. So having your hand on the sidestick doesn’t mean you use it if you are pilot monitoring, you only use the pust to talk button on the backside to talk to ATC. I flew for 25 years on the Boeing 737 and same rules applied for transfer of controls, but there was no override button.

Thank you, love you videos as well! You may feature this landing. Happy holidays!

Thanks! That’s correct, after landing automatic frequency change to the ground controller.

Certianly interesting, I believe some EU countries clear aircraft to land when in VMC and the aircraft occupying the runway's currently vacating.

This is perfectly normal and acceptable.

Transavia

Next to the sidestick is a “tiller”. This is a small steering wheel for the nosewheel steering. This system is ride by wire. Rudder won’t give you enough directional control for steep turns on the ground although it’s linked to the nosewheel steering system.

When you are clear of a certain part of the runway, traffic behind can get a landing clearance.

@@CaptainSkydancer Ohh, I didn't know that. I knew you could get a landing clearance like that in America like "Delta 123 number 2, cleared to land", but I didn't know that that happened in Europe. Great landing!

Yep! Small brainfart at that specific moment, well spotted!

@ great video by the way and awesome landing by the FO.

Ja geen bewegende gashandels, geen yoke die alle kanten opgaat, geen stabilizer trimwielen die luidruchtig ronddraaien.. 😊

@CaptainSkydancer geeft dat geen minder gevoel van beleving/'betrokkenheid?

@@singel09 maar een beetje rustiger kantoor kan ook wel prettig zijn

@@singel09het is vooral een andere beleving en het vliegt gewoon makkelijker waardoor je meer kan focussen op andere belangrijke zaken. Ben wel blij dat ik beide heb mogen vliegen, allebei hebben hun eigen charme.

@@CaptainSkydancer dank voor uitleg! Geniet ervan, mooie baan heb je!

Dank voor het compliment en het kijken.

Goed te horen! Mega veel cameraposities geprobeerd, deze vind ik zelf ook erg geslaagd!

@@CaptainSkydancer Wanneer komt er weer een nieuwe video?

Zelfs met autobrake op low staat de kist snel stil, omdat er verkeer achter ons zat snel de rem eraf om de runway te verlaten bij afslag V2. Zonder te remmen kom je ongeveer een afslag verder uit bij exit V3.

Interessant, thanks voor de info en nogmaals voor de mooie cockpit beelden van de Airbus😊

@@fsfan73also, zodra je met de voeten op de remmen gaat staan, gaat de auto-brake er van af.

Armchair flying, heerlijk!

@CaptainSkydancer Gamen op hoog niveau ;)

@@BeauVerwijlenhaha ja zo voelt het wel!

Yeah, I could read almost all of the instruments!

Thank you! Main camera is a DJI Pocket 3 camera

Thanks! Komt nog veel meer!

Dank je wel! Komt nog veel meer!

@@CaptainSkydancer Bedankt! Enorm interessant en leuk om te zien.

Leuk dat het je opvalt! Doe erg m’n best om de beelden zo mooi en origineel mogelijk te filmen.