AIRBUS A350-1000 Hand Flown Visual Approach into Caribbean
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- Опубликовано: 11 июн 2021
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What a gorgeous airplane the A350-1000 is both inside and out!! Kudos to the Flight Crew for hand flying the approach and landing! Get that stick and rudder time! 🙏
Oh yes!
Especially in the Air Caraïbes Livery, it just looks fantastic.👌🤩
A Magnificent aircraft
It was not a landing. He kissed the runway. Superb!
Absolument genial ce video. C’est fabuleux de voir la maîtrise de ces deux pilotes. Merci
La meilleure vidéo... C'est fou de voir autant de maitrise manuelle sur l'un des avions le plus automatisé au monde.
absolutley riveting approach...lovin it!
Oh man what a video, I love watching the A350-1000, but man those pilots were just brilliant (made it look effortless), all the angels in the cockpit, by the engine, at the end of the runway and at the terminal. This is def up near the top of my all time fave planes videos on here! Thank you to EVERYONE involved in this video!
What's with the N1 calls on final ? Is that SOP ? As an FO myself, if I'm flying, I'm setting the N1 with my left hand, no need to read it back to me every 5 seconds, I know where it is, I set it there myself! Also, if captain doesn't respond to gear/flaps commands and just sets them when he wants, I'd just give back controls to him, if he does feel better that way and thinks he knows better, then so be it. Unless there's a valid reason he doesn't want to select flaps or gear for example, but then good CRM would be to tell you colleague what you think. "Flaps 1", "Are you sure? We're still xx miles out, blablabla" "Oh yeah you're right I miscalculated, thanks" something like that, happens all the time in a good cockpit environment. We are two human beings that may think differently, but we need to come to the same conclusion (a safe landing), so talking is good!
PilotMax I 100% agree with you. Capt messing with the throttles, configuration sequence: „you have cintrols, my radios - cheers”.
Couldn't say it better. I think we all have experienced those kind of captains. They are just the worst.
May be you need a little bit more experience ! In a life of flying I saw many pilots make mistakes and return down to earth after such arrogance as yours in your comments. Furthermore it's not a good practice to critics your colleagues as you do, nobody is god in a plane!
@@myZisfantastic "nobody is god in a plane!" and neither is the captain in the video. He needs to let the FO do his job. Also, please point out to me where you see arrogance within his comment please. I'm having trouble finding it. :)
1) N1 on finals could be SOP (where they already have a vague reference thrust in mind for the configuration, I personally wouldn't mind). 2) With regards to delayed flap/gear action by Capt., The PF is flying with A/THR off, (he probably lands twice a month), its vital to monitor the speed from both pilots, as we aren't used to, the Capt has a high PM workload here, its not easy, nor there is time to disturb the FO with 'so and so miles out' words. I would say, the Capt isnt rushing, like a deliberate slow crosscheck before giving anything.
Hello JP!! Here I'm again....and yes, ready for this beautiful flight!
Awesome A350....Cool pilots! Thanks so much JP;)) I loves to share
your passion for Aviation!! Great weekend....sun greetings...Betsy....
what a beautiful A350K, great video.
Great visual approach...buttered landing
Loved this video absolutely amazing incredible filming thanks lots love an God bless x
Cockpit do a350 é muito bonito, as câmeras ficou boa
Fantastic. LOVED IT!!!!!!!!!
Amazing! Its cool that the company/captain, encourage FOs to fly manually a A350-1000 and put it up online. Great composure from the Capt and FO! Thats some descend planning!
It’s standard operating procedure for all airlines. 50% of the time the captain is the pilot flying and 50% of the time the first officer is pilot flying. By 50% I mean for example if there are 2 flights that are operated by the same crew, 1 flight the captain will be pilot flying and the other flight the first officer will be pilot flying.
@@nayannair2351 Haha yes, that's usually the case. But it's always at Capt's discretion and subject to weather. Also, these guys fly 4 times a month, so 4 landings and 3-4 crew per flight, so difficult to share equally haha. Now add to that this was a visual, manually flown approach of an A350-1000 which was to be put on YT, its actually a privilege to get to do it.
The whole display system is really amazing
Beautiful visual approach, Great CRM!
Tres belle apprroche meme pas bompy l'atterrissage. bravo captaine. En plus c'est mon île
Merci pour ce moment
Exceptionnel ! ! ! Merci beaucoup pour ce partage de la phase d' atterrissage vers Pointe à Pitre. Quel bel avion que l' airbus A 350 ! ! ! Pratiquement tout est informatisé.
What a fantastic and interesting video !! 🤩
I saw many Carribian and Most French Airline Have Whole Pilot Flying procedures in Sop including The taxing. Nice Catch Of FO applied Manual Brake as soon as touchdown. Anyway Manual flying is rare In Long haul aviation. Nice Catch Justplanes. Please publish any full flight on A350.
i love it
Great video !!
@
Theo Brattinga
an amazing video
hello how are you doing
Never a fan of when the captain doesn’t give flaps/gear when asked, or overly prompts the FO (non-safety compromising of course) for flaps. How much fuel are you really saving by delaying a few seconds.. let the PF be the PF..
Let alone the Captain having his hand all over the thrust levers - I guess its his aircraft but very odd
He's a Captain, like it or not, it's his job and he has final say. Some may feel like they are superior but this captain did things by the book. He also didn't put flaps 1 directly because 1) ATC was talking to him and he was listening, 2) wasn't necessary at time asked and 3) had to check speed before confirming. Also it's not the captain with his hands on the Thrust levers but the FO almost all the time. The only reason he has his hands "holding" the throttles upon final approach is for redundacy and to prevent any mishap of the FO bringing the thrust levers down sooner than security would permit. That is also a company SOP redundancy and many companies in the world has that SOP.
@@brandonpromeneur7312 Hi Brandon it’s the A350 are you sure about this redundancy and it being SOP. I’m no Pilot so I’ll wait for one to comment
@@andyoshea7309 that approach was visual with manual thrust which is not normal for any airbus. Most airbus approach is done with ATHR On. So yea , good for him to provide some redundancy.
@@andyoshea7309 Yes I'm sure. Speaking from first hand knowledge and because I have also seen crews have that SOP.
Superb.
Great. What a steep descent¡¡¡
👍
Excellent landing
I never realized how large the instrument panel was in the a350!
Yes its good check out the new bombardier a220 300 purpose built panel by the pilots its a clean sheet and will be a winner .
@@williamdodds1394the a220 is so bloody underrated
Nice ! Good video
Well done gentleman, what a perfect smooth Landing. I can't wait to fly again.🙂✈
Hope you make a polar flight on Airbus A350 soon
SUPERB
At 10:00 that's what I call descending! 😄
They were literally dropping
I'm a Douglas Aircraft and Boeing "gal". I've never gotten used to seeing those Airbus joysticks !!!
Stellar teamwork!
U love it
Great aircraft the A350
Captain seems to ignore flaps 1 several times….
extremly professional!
Ze wezzer is nice in England right now but not many montains. Are they a kind of baize coloured, dim sheep?
This Captain is a CRM incident waiting to happen
Seems to be a common occurance among french captains.
Air Caraïbes A350-1000 [F-HMIL]
from Paris-Orly (ORY) to Pointe-à-Pitre (PTP)
flight TX540
plane throws a sneaky insult between 20 and 10 feet
WoW! That is all.
This video really confuses me. The FO calls for a visual approach and can’t see the runway. At one point, he’s doing more than -5000fpm. And the Captain doesn’t respond to his flap 1 call multiple times. Cap is slow on his gear down call. WTF?
The french are not uptight like the brits... Remember, they send shuttle and satellites in space for more than 30 years. In the coolest way...
@@alexwonner7469 weird
I agree that open descent mode was popping ears in the back I guess… shitty planning a long briefing too theoretical…sorry guys.
Yeah and it appears like the Captain keeps pushing the thrust levers forward while making callouts for the N1 load on the engines, as if he wanted to indirectly pressure the FO to apply more thrust instead of openly communicating that he is unhappy with the approach...
@@BGFutureBG The Captain is call out the power n1 so the PF doesn't have to look down at the engine display
The A350 is just a superb aircraft.
@
David Reed
hello hun how are you doing
@@lydiaanderson4247 I'm good. Hope you are as well.
@@DRthistle am good thanks for asking
do you mind if we get to talk more off here
@@lydiaanderson4247 Thats kinda weird ngl
A/P Disengage below 10.000 ft....
Very Professional Pilot👏👍
Don't know if you are being sarcastic or serious but (just to say it), in some companies, flying manually as much as possible when weather permits is almost mandatory to keep up the manual flight proficiency. It's very common for french companies coming in the caribbean to fly manually at 10 000ft. I personnally experienced a flight with a pilot manually flying from 10k ft and really enjoyed how good he was at keeping it stable
That has nothing to do with being professional or not, just saying.
@@brandonpromeneur7312 again, not all airlines allow that - some require you to keep FD's and ATHR on and use automation as much as possible - especially if you are an FO and don't wanna upset some Captain who looked at you funny. It is sad to see this in the industry and not as common, luckily but it does happen ever so often. So yes, being able to handfly a visual from 10k with no automation on a sunny day should be a skill that you are able to do with little to no stress or thought or questioning from higher ups. It should be part of being a professional and a fundamental kill in your toolbox - anyone can babysit a computer and follow a SOP.
@@UkraineStar77 Like I said, it's SOP on some airlines I never said all airlines. And when it comes to this airline, I know most of it's SOPs.
@@UkraineStar77 ouch. You air-owned hin.
Quel bel oiseau
My God! Where does the de-briefing start from… speechless
Any A350 pilots able to comment on the Captain calling out the N1s on final and guarding the throttles?
Is that an Airbus sop for the 350?
It wasn't on the 320s and 330s I operated.
He is just messed up.
It can be a help when flying with manual thrust.
It's not sop for our 350 ops, maybe they have company specific sops for visual approaches.
Do you need different type rating for A350 900 and 1000 or can the pilot fly both ?
You can fly both the difference is the fuselage being bigger on the 1000 than the 900
Why doesn't that aircraft have Air-Ride Oscillating Pilot seats? Seems like they would be a big benefit. They have them in semi trucks.
Thanks. Great camera angles and zoom work.Good approach briefing by FO.Good stick work. Immaculate landing though a bit stretched.I sensed they might exit on the last exit.What a wonderful Jetliner. How can speed be managed with AP and AT off and no FDs? This happened after the A P disengagement during descent.
The managed speed in this condition is Vapp
How did they get the ground footage coming in to land
That's not the same flight. It was taken from the outside another day to pretend it was from the same flight👎🏾👎🏾🤦🏾♂️🤦🏾♂️
If anyone out there could answer to me how? I mean…apart from the obvious calculations needed to know when to begin a descent and how fast, do these guys have something extra to help them align visually with the runway? are they just eyeballing it? also, such a perfect descent profile and I don’t see any lights (papi) or any help of any kind on ground! how is it possible to land with such accuracy with so little? not a pilot here, just and aviation enthusiast doing a lot of flight simulation, reading a lot,full of curiosity and with a ton of questions.
There are some tips and tricks about aligning the aircraft with the centerline of the runway/taxiway, depends on which aircraft you are operating. There are also some "rule of thumbs" for calculating the descend profile from the top of descend to the ground, so even if you don't have the PAPI, there's still a way to calculate it. With Airbus there is also a feature which support you with that calculation, quite precise.
the airport have PAPI lights in the left of the runway
look better
With modern jets and particularly on airbus for quick top of decent calculations take your altitude multiply by 3 and that can give a rough idea of the distance left to go. ALWAYS look at the wind tail or head wind and adjust.
For alignment especially airbus a trick to use is also setting up the arrival using the fms and the "CF" way point appropriately. In this video look at his ND display and you will see this point already there which should be aligned with the runway axis. BUT keep in mind it's visual so LOOK out side!
What was with the use of so much open descent? Looks like you could have used managed descent but you were flying well below the profile in open descent, why?
Because the plan managed descent is plan for ILS not for visual and on final ILS you intercept more high
15:40 right thumb should be on the indent of sidestick
❤👍
🇧🇷
Pointe-à-Pitre International Airport (TFFR) for those on MSFS that want to fly this approach
amazing landing !!
What a professional pilot !!
👍♥️
Airline?
Which company is this?
Visual appriach while flying in the clouds
stupid question, what was he doing with the stick if they were using selected headings? Was it just altitude control? But the AP was off? Confused
I'll let a pilot answer this one
They were setting the heading bug to match the runway heading, for reference.
@@anasofiafigueiredo202 you still need it bug the heading, speed and the altitude even with the FD off.
I'm not a pilot. Just curious, I always thought that for VFR approach, you cannot fly in clouds? Here they are shooting a visual and they were flying in and out of clouds with the FO looking at his instruments. Just seeking clarity from someone who understands VFR procedure.
Hi, they were not flying VFR, the difference is that they were flying IFR and requesting for a visual when they were VMC, the PF is flying manually but in IMC conditions and begin the visual circuit since they are VMC and can maintain theses conditions, hope its clear ?
very good english
I noticed that the FO is taxiing, never seen that before. Is that a procedure that differs from airline to airline? Does anyone know?
Yes , in my airline too fo s can taxi . It’s a procedure that may differ from airline to airline . In my airline for eg we cannot do full manual flying like done here . . .
@Thomas Vavrusco different airlines have different tolerances , for mine in final approach it’s Vapp plus 10 kts and - 0 kts . Many of these policies are also insurance dependent . . . Automation policy is heavily governed by a lot of these factors .
@Thomas Vavrusco its not about what’s ok . Airline flying is different from general aviation . Think of it as this imagine you have a car insurance , and that insurance company can track all of your driving profiles . How fast you accelerate , when do you slow down , do you skip red lights ? Etc etc . I’m not saying it’ll all lead to an accident but the insurance company can track all of that , use AI. And put on a scale of safety and that will determine your premiums . This is how all major airlines work . The safety department constantly monitor all the data . How fast are the approaches , what’s the profile , how much braking , what’s the engine cool down time, what was the descent profile followed . Nobody’s is 100 percent perfect , not all deviations are unsafe , heck some are inevitable and some are ok . But the airline will review them and make changes to a procedure if they feel something can be made more closer to “ the book “ so yeah airline flying is boring and repetive . And that’s exactly what makes is safe and makes money .
Air Caraibe flight from Paris CDG to PTP Guadeloupe
from Paris-Orly (ORY), not Paris-CDG
Hi
As a non-pilot, it seems to me that in the final seconds before landing, the PF (not just in this video, but in practically all the videos I've watched) makes way too many control inputs, practically spanning the full range of motion, full up one second, full down the next, etc. Are the controls dampened in the final moments before touchdown? I can't imagine the ailerons and elevator are really deflecting as much as the joystick motion would indicate.
They are moving as much as the joystick is moved. But the movements he makes aren't the full range. Also they are only very short so the effect the control surfaces have on the plane aren't that big
Necessary due to the wind.
@@MrSchwabentier err, nope. That'll be the case in direct law, move as much as the stick move, but definitely not in normal law.
@@chris22capt The linearity (or non-lineraity) of the movement wasn't the point here. The question was if the behavior is changed during approach. And at least for the aileron controls that isn't the case. It's the same reaction as to any inputs in any other flight phase. Which was what i was referring to.
The elevator controls actually switch to direct law at 100ft altitude.
gorgeous mens
pourquoi le FD est sur off quand le PA est deconnecté
parce qu'ils l'ont déconnecter eux memes le FD
It's really that briefing necessary? Everything but brief...
what plane is that and what airline
@Lev Balagtas if I had to guess a Virgin A35K
😐😐😐
@@TheoneandonlyEETFUK no. Air Caribies A350
@@RailfannerAviation Air Caraïbes*
@@RailfannerAviation Blue engines....it cannot be Virgin
Wow. Do they always descend at -5000ft/min? thats such a fast descent rate
At that point of the flight, they were moving forward almost at 500 kts, which is about 900 km/h, which is 250 m/s. Standard descent angle is 3°, which would be 12.5 m/s down, i.e. -2460 ft/min. Ok. Guess it is fast.
not a big deal.. might be a bit ear poping, but sometimes it happens
I am glad that I am not the only person who finds the - 5000fpm is a weird descent rate, I am not a pro but I still find this so weird to be honest 😐😐
It’s on the high side but I’ve seen higher.
As a pilot myself, but not an airline pilot, I prefer a yoke at this point..not sure of a joystick...Lol.
you might be reconsidering that when you sit 8 hours with something obstructing your leg movement that you don't even need...
I would be so uncomfortable to fly with a captain like that imo
Why?
@@mthef10 constantly having his hands on the throttles, even forcefully correcting, not putting flaps when the FO requested them. Things like that. Now I'd understand if it was a JFO but this guy is a SFO so I don't see why he needed to micromanage the PF.
@@amendrabandaranayake5515 totally agree I guess its his aircraft but doesn't show him or the airline in a good light
@@andyoshea7309 and its somewhat embarrassing for the PF too because he actually did do a really good job. I don't understand the language but even the whispering made me think that he was controlling the PF too. Bad CRM.
@@amendrabandaranayake5515 Maybe there was good reason will see if any pilots comment
RNP？
Am I dreaming ? There seems to be no HUD on the A350 ? If so, that's unbelievable...
You can order a HUD on all current Airbus models. Some airlines just decide not order it.
Please do one video with Antonov 225
Its almost impossible. Theres only one An-225 in the world and it only flies when some one pays
Ich dachte Funkverkehr ist immer in Englisch.
Such a beautiful plane, and very professional crew with great CRM. Shame it was cloudy otherwise lovely visual.
I would argue this is a pretty bad example for CRM or professionalism. Check other comments...
🇮🇳🇮🇳🇮🇳🇮🇳🇮🇳🇮🇳🇮🇳
Dissent 6000 feet per minute???
Why is airtraffic in french?
because pointe à pitre is a franch city
I thought international flight rules state that all communications with ATC be in Standard English?
Well, you thought wrong.
@@justt1ice Actually, no I did not. ICAO states that pilots can speak the local language if they are a regional carrier only. If they are an international flight they must communicate in english.
@@captgrant You did. They must be able to speak english but nothing prevents them from speaking the local language with local ATC. Go ahead and search for these "ICAO rules" mandating the use of english, you'll find squat, because they don't exist.
Not 100% sure of the exact rules but over the past 30 years we've filmed just about every French airline and they've all spoken French... but same goes for some other countries such as Spanish which is spoken by ATC in many countries. Pretty sure I've also heard Russian on Russian ATC.
It's common to talk in local language but when ATC and crew hear one aircraft crew speaking in English, all communications revert to English so that everyone understands each other.
I thought English was the international language for ATC and pilots? I could understand the French but not everyone speaks French. Am I missing something here??
It is. All ATC, and commercial pilots have to speak English. Usually it's possible to speak local language within ATC, but still it's nice to speak English if there are non-local-lang speakers on the frequency (that's why local languages are common on small aeroclubs/flying strips freqs, but not under the ATC).
However, French and Chinese for some strange reason are different, and speaks local language even on the busiest airports (CDG to name one). That is super uncomfortable for the pilots surrounding (as I don't understand what is ATC saying to a guy, and if it were in English, I might have caught an error), but it is as it is.
An international aerodrome has to provide ATC services in English, other languages are optional (and usually not used). So it is possible to communicate in a different language than English (Air France in France talking in French, or KLM talking Dutch in Amsterdam) as long as you are always able to use English when necessary or when requested.
in South America ATC and pilots speak in spanish
I think a visual approach with that sort of low cloud base is a bit irresponsible really. As the airport has ILS capability, why show off? Plus the aircraft has RNAV capability too. Hmmmm.
That’s a really insecure captain right there for Christ’s sake, let the PF do the flying.
Sadly many cpts behave like that..
It is stupid that the captain put his hand behind the thrust levers, when the first officer was flying during the final approach and also says "check your speed", he went up 5 kts. A very nervous captain.
Those things you mention are standard procedures and both pilots have agreed to them and expect them in that situation.
@@seriouscat2231 His hands on the thrust levers is not a standard procedure. +5kts for a callout is also not a standard procedure...
@@marceloluizfigueira7208, but do you think that makes the captain a nervous one?
@@seriouscat2231 By far.
As a fo,the captain is actually someone that you can learn something so
Sas airlines?
Air Caraibes
The FO disconnecting AP&FD&ATHR under IMC looks fairly concerning to me.
Why? He’s got an instrument rating and will have been assessed in much tougher IMC manoeuvring in the last year.
LMAO how do you think pilots train?
How do you think IR student got their license? By training in an Airbus with the AP/ATHR on? Or on their IFR approved Cessna without autothrottle at all and some even without FD?
20:20
350YYDS
What wrong with the captain? (Asking from reading the comments)
If the pilot flying asks for the flaps or gear down, why delay it? it does not make any sense. The first officer was flying very well, there is no need to be pressing him that way. Another detail is that he has put his hands on the auto thrust, the FO is the pilot flying.
@@1eduardovargas I've seen that before with line Captains doing it for FO's taking their command course so didn't find anything off at that time....
Maybe he comes across a bit too harsh to general viewers....
Nothing wrong with the captain. It is his job to communicate with the ATC, so he can't respond to everything immediately. Also, it is his job to verify speed, distance, altitude and such before complying with any requested configuration change. Some here seem to think that a PF is some sort of cowboy who is supposed to know everything and get all things immediately. But the way they did it is the way they are supposed to cooperate. If the FO looks nervous, it is because he's concentrating. Not because he felt humiliated by the captain's actions.
@@1eduardovargas As in the monkey kingdom ... ASSERT DOMINANCE!!! (I'm an A350 Captain ... you get the drift).
@@seriouscat2231 I am pretty sure you're not an airline pilot based on your comment. I can assure you this is absolutely NOT the way they are supposed to cooperate. This is a good example of bad CRM. I felt bad for the FO for the entire time because I can relate so much. I have experienced captains like that and they are the absolute worst colleagues to fly with. There are multiple ways of flying an approach and get configured for landing on time. Some people just like to go thrust idle high speed down then level off for a few miles in order to bleed off the speed and get configured, others like to aim for CDA's and try to go thrust idle during descent and reduce the speed in a timely well organized manner, others just like to follow the managed mode and stick to it. Every pilots know that but some captains have "their" way and you have to fly "their" way for some reasons and it is just so frustrating. I can tell you that the FO is nervous because the captain gets on his nerves so bad and not because he's concentrating. I would even say that the opposite is happening here. By not following the FO's requests or by not explaining why is not following them makes the FO lose his situation awareness.