Ich stehe 4 Wochen vor meiner Group Qualification bei der Lufthansa, bis jetzt ist bei der Bewerbung alles reibungslos verlaufen. Freue mich sooo sehr drauf. Diese Videos geben mir so viel Motivation und Freude :) Kanns kaum abwarten..nur noch ein Termin zwischen mir und meinem Traum🧑🏼✈️
Super! Das freut mich sehr! Schön zu hören, dass Dir die Videos so viel Motivation und Freude geben! Ich wünsche Dir viel Erfolg für die Group Qualifikation und hoffe, dass wir uns bald im Cockpit sehen!
Amazing video as always! Really interesting to see such an approach like in pristina and then also how you managed the whole thing, thanks for uploading!
Thanks for the great feedback and for you financial support of the channel as a member!!! Yes, Pristina is always interesting because of the terrain situation and the steeper as normal descent. Have a good day!
Ich hab gerne mein job gemacht am Flughafen stuttgart als Flugzeugabfertiger immer wieder schön gewesen eurowings abzufertigen es war mir eine freude dennoch wegen meinem Bandscheibenvorfall musste ich mein job aufgeben😢 nichts desto trotz super video und weiterhin happy landings 👏 Prishtina meine heimat🇽🇰
Vielen Dank fürs Anschauen und das ausführliche Feedback! Es tut mir leid, dass Du Deinen Job am Flughafen Stuttgart aus gesundheitlichen Gründen aufgeben musstest. Ich hoffe, Du hast eine alternative Beschäftigung finden können. Ich wünsche gute Gesundheit und noch ein schönes Wochenende!
Thanks for watching, your question and for being a new subscriber! The localizer antenna is usually located at the end of the runway. Please tell all your friends in aviation about the channel! Thanks in advance and have a great day!
How did you know how to maintain the glideslope after disconnecting the autopilot that high? Or was the glideslope alive by then? Great videos as always
We only follow the glideslope once we are established on the localizer of the runway. This is during the last few miles of the approach. Before doing this, we followed the published routing which contains several waypoints with altitude restrictions due to the mountainous area. You can see all this if you lookup the charts which are presented in the video.
thanks for the video as always Capt! It's always nice to see y'all going over the whole SOPs and Flow pattern from your Company! I do love ILS landing but I prefer to RNAV or Visual personally^^ hope I can see y'all around with a visual approach video next time! have a safe flight!
Thank you for sharing your personal thoughts! I also like visual approaches very much. Sometimes we can do 2 on one day. Sometimes we cannot do a visual approach for a week or two. I hope to be able to publish more visual approaches very soon. Please stay tuned and have a nice day!
Thanks for your good feedback! The "more drag" message shows up when we are above the precalculated descent path and the flight management computer thinks that we should add drag, like speedbrakes, landing gear, flaps ... Greetings to Singapore!
Bitte mehr aus Pristina!! Danke super Video. Kannst du eventuell mal erkläre wieso man nicht aus von serbiens luftraum direkt nach kosovo fliegen darf?
Vielen Dank fürs Anschauen und das gute Feedback! Warum genau man dort nicht vom einen in den anderen Luftraum einfliegen darf, weiß ich auch nicht. Ich gehe davon aus, dass es sich um politische Gründe handelt, denn die Basis für Einflugfreigaben vom einem Land ins andere sind immer bilaterale Vereinbarungen.
Another amazing video captain. Is there any reason why you disengaged the autopilot at that altitude? (apologies if you already covered this in debrief I probably missed it)
Thanks for watching, your good feedback and your question! I wanted to use the full speedbrakes. With the A320, they are only available without the autopilot. With autopilot on, only half speedbrakes are available.
I always enjoy your videos very much,, can I just ask does one pilot do the take off and one do the landing. hope its ok to ask .. many thanks to you both for today too 🙏🙏
Thanks for watching and for your question! Usually, one pilot performs the full flight as pilot flying and the other pilot as pilot monitoring. Most of the time, we do 2 or 4 flights on one day. We share the flights equally. So every pilot will do one or two flights as pilot flying and the same number as pilot monitoring. Some airports have restrictions that allow only the captain to takeoff or land or to do both. One example is Funchal on Madeire Island. Even if the first officer is pilot flying from Madeira, the captain has to do the takeoff and handover the contols to the first officer later.
Great in depth video as always. Does manual braking just mean that, braking controlled by the pilot in command, or does it also automatically trigger other processes to occur such as stowing of the auto reversers, spoliers etc?
Thanks for your question! Manual braking means that the pilot flying is using the brake pedals instead of the automatic brake system to decelerate the plane. This is all. The rest does not differ between manual braking and autobrake.
Vielen Dank fürs Anschauen und das gute Feedback! Die Temperatur im Cockpit können wir selbst einstellen. Wo sie dann genau liegt, hängt von der jeweiligen Crew ab. Meist fliegen wir im kurzärmeligen Hemd. Das hat auch damit zu tun, dass wir bei vielen Flügen - auch im Winter - in Richtung Sonne fliegen. Kanarische Inseln ... Dort ist es auch im Winter angenehm warm und eine langes Hemd wäre beim Aussteigen viel zu warm. Meist sehe ich auf der Temperaturanzeige etwa 24 Grad Celsius stehen. Sommer wie Winter.
@@ApproachandDepartureVideos thank you as always for the response. It’s interesting to see how concentration is always required. At green dot speed it’s easy to assume “you’re safe” whereas in reality you must be watching your VLS at all times! Thank you for including this in the video!
There are 2 options: As long as we are able to climb with the required climb gradient, we could follow the published missed approach procedure which you can see in the approach chart. Alternatively, we always could follow our company defined routing for the engine failure case during the takeoff.
Hi ! Amazing video as always. I was wondering which cost index do you usually use for EWG flights ? And do you use different CI when you have some time to catchup ?
Thanks for watching! It depends on lots of circumstances. On a normal 3 degree approach, when arriving at level altitude and green dot speed, at about 12 nautical miles from touchdown would be good. The goal here would be to start the descent from the 10 mile point with S speed and flaps 1.
Good morning Gentlemen and once again thank you for another excellent Saturday morning video. When the aircraft touches down is initial braking managed automatically by the aircraft as I noticed that once down onto the runway you call "manual braking"? See you next Saturday hopefully and have a good week.
Thank you so much for supporting the channel as a member and your good feedback! We usually use the autobrake system which is activated with main gear touchdown. When we want to brake more or less or when leaving the runway, we press the brake pedals for manual braking and use the callout "manual braking" to inform the pilot monitoring about the intentional deactivation of the autobrake. Have a nice day!
Very impressive that Kosovo, as the youngest country in the region, is making great strides forward, both economically and culturally, according to many independent media. They separated from Serbia and today they have a higher standard of living than Serbia.
This is the goal. As soon as the instruments show the start of a very slight deviation in path or speed, corrective inputs will be done. As the result, the airplane stays on the planned vertical and lateral path.
Das ist korrekt. Wir melden uns im Funk mit der Flugnummer oder einem anderen von unserer Verkehrszentrale festgelegten Rufzeichen. Wenn man keine Flugnummer im Flugplan bei der Flugsicherung angibt, verwendet man die Flugzeugkennung als Rufzeichen.
@@ApproachandDepartureVideos sehr ähnlich , wir sollen auch die wagennummer dazu nennen häufig nur linie , kurs und fahrtrichtung ..."weil es zügig geschehen muß" (positiver stress od. negativer streß) obwohl standortdaten von unseren citaro's auf den leitstellenmonitor fast metergenau übertragen werden
Excellent video again! I notice you are flying with managed speed but manual flight a lot, even down to landing. Understandable to reduce the workfload of having to keep the speed manually, but this seems to be a company policy which is handled differently with other companies? I also heard the policy to either fly fully managed or fully manual at other companies (reminds me of Asiana 214, where they relied on managed speed and were surprised about the low energy state on the final).
Remember though that Asiana 214 was a Boeing 777 and the pilot had just converted from the A320 which has different style of FBW and autothrust. On Asiana 214 they accidentally entered HOLD mode which means the auto throttle is essentially off and no longer moves the throttles. Airbus doesn't do that
@@tomstravels520I am aware of that. However I remember reading that the company policy "no automation or full automation" should mitigate against situations, where the mental picture of the pilot (e.g. "the autopilot will keep the speed") and the actual state of the automation differs.
@@clairegrube429 that’s why you always check the FMA to see what the aircraft is doing. This was one of the failures of the Asiana crash. It’s very common in Airbus to land manually but keep autothrust on until the RETARD fallout and all you have to do is move the levers to idle. In Boeing you have to remember to disconnect before moving to idle or they will just go back to their original mode
Thanks for your very detailed feedback! It depends on the company. Some want the pilots to switch off autopilot and autothrust at the same time, others do not allow flight without autothrust. Airbus recommends the use of autothrust during all phases of flight. Even during flight without autopilot. The autothrust is a great tool. It reduces the workload and gives the pilot the opportunity to concentrate on the vertical and lateral path. Especially during visual approaches, the autothrust is a great help. It gives the pilot additional capabilies to stay clear from terrain and other traffic. We can decide on our own if and when we would like to use the autothrust or not. In my opinion this is the best way to go. All pilots here are able and trained to fly with and without autothrust. The previous airline which I worked for did a study about speed adherence during final approach. The result was that manual thrust approaches were usually flown a little faster than autothrust approaches. And these manual thrust approaches resulted in longer landing distances. So the company recommended the use of autothrust also during manual flight.
@@ApproachandDepartureVideos Thank you very much for your detailed answer. Makes sense its company specifc. I did some night sessions in LH flight training full flight simulator (A320) and indeed keeping all parameters under control on final is very challenging. Not need to mess with speed helps a lot!
This helps a lot to reduce the energy level of the airplane when we do not get further descent clearance and are well above the normal descent profile. Once we get the descent clearance, an increase in speed during the initial descent with idle power will give us a very good descent rate and can be even improved with the use of full speedbrakes. Sometimes, we get 5000 or even 60000 feet per minute when increasing the speed again with the speedbrakes extended.
Ich stehe 4 Wochen vor meiner Group Qualification bei der Lufthansa, bis jetzt ist bei der Bewerbung alles reibungslos verlaufen. Freue mich sooo sehr drauf. Diese Videos geben mir so viel Motivation und Freude :) Kanns kaum abwarten..nur noch ein Termin zwischen mir und meinem Traum🧑🏼✈️
Super! Das freut mich sehr! Schön zu hören, dass Dir die Videos so viel Motivation und Freude geben! Ich wünsche Dir viel Erfolg für die Group Qualifikation und hoffe, dass wir uns bald im Cockpit sehen!
Amazing video as always! Really interesting to see such an approach like in pristina and then also how you managed the whole thing, thanks for uploading!
Thanks for the great feedback and for you financial support of the channel as a member!!! Yes, Pristina is always interesting because of the terrain situation and the steeper as normal descent. Have a good day!
Absolutely beautiful approach! Amazing how fast things happen on a steep approach with an especially steep early sector. Beautiful.
Thanks you so much for sharing your good feedback! Have a great day!
That was a fun approach, love to see the manual flying!! Hope to see a Paris landing video soon. As always great material, thanks for sharing!
Thanks for your good feedback! I hope to be scheduled to Paris soon. It may take a while because my schedule is always a surprise. Have a nice day!
Ich hab gerne mein job gemacht am Flughafen stuttgart als Flugzeugabfertiger immer wieder schön gewesen eurowings abzufertigen es war mir eine freude dennoch wegen meinem Bandscheibenvorfall musste ich mein job aufgeben😢 nichts desto trotz super video und weiterhin happy landings 👏
Prishtina meine heimat🇽🇰
Vielen Dank fürs Anschauen und das ausführliche Feedback! Es tut mir leid, dass Du Deinen Job am Flughafen Stuttgart aus gesundheitlichen Gründen aufgeben musstest. Ich hoffe, Du hast eine alternative Beschäftigung finden können. Ich wünsche gute Gesundheit und noch ein schönes Wochenende!
It's always a pleasure to "fly" with you Captain. Thanks!
Thanks for joining us! Have a nice weekend!
First time I see the "more drag" indication, we always learn something in your videos ! Thanks again for sharing ! Have a nice weekend !!
Thanks for watching and for sharing your feedback! Have a nice day!
Thank you so much. Take care. Looking forward to more of your flights ✈️
Thanks for watching! Have a nice day!
loved this video. brings back memories of being at this airport during the Kosovo conflict back in 1999 and again in 2000
Thanks for sharing your personal feedback! Have a nice day!
Gut gemachtes Video zum Anflug auf Pristina Lieben Dank fürs mitnehmen immer wieder gerne
Vielen Dank fürs Anschauen und das gute Feedback! Einen schönen Tag noch!
Is the localizer at the start or end of the runway? Love your multi angles, best aviation channel i have ever seen. 1 new subsciber
Thanks for watching, your question and for being a new subscriber! The localizer antenna is usually located at the end of the runway. Please tell all your friends in aviation about the channel! Thanks in advance and have a great day!
Amaaaazing as always! Thank you so much!
Thanks for watching and for sharing your good feedback!
The Pristina app are very beautiful and steep, fast going hehe Great job, Captain! Thank you!
Thanks for watching and your feedback! Have a nice day!
How did you know how to maintain the glideslope after disconnecting the autopilot that high? Or was the glideslope alive by then? Great videos as always
We only follow the glideslope once we are established on the localizer of the runway. This is during the last few miles of the approach. Before doing this, we followed the published routing which contains several waypoints with altitude restrictions due to the mountainous area. You can see all this if you lookup the charts which are presented in the video.
@@ApproachandDepartureVideos oh okay, makes sense, thanks👍🏻
thanks for the video as always Capt! It's always nice to see y'all going over the whole SOPs and Flow pattern from your Company! I do love ILS landing but I prefer to RNAV or Visual personally^^ hope I can see y'all around with a visual approach video next time! have a safe flight!
Thank you for sharing your personal thoughts! I also like visual approaches very much. Sometimes we can do 2 on one day. Sometimes we cannot do a visual approach for a week or two. I hope to be able to publish more visual approaches very soon. Please stay tuned and have a nice day!
these videos help us to learn more about flying airbus and apply in flight simulator game☺
Thanks for watching the videos and your feedback! Have a nice day!
Great video and nice landing!
Thanks for watching and your good feedback!
Thank you for these great videos!
Thanks for watching and for your good feedback!
Nice landing Captain! Interesting to observe managed descent and 'More Drag' too. Hello from SIN/WSSS.
Thanks for your good feedback! The "more drag" message shows up when we are above the precalculated descent path and the flight management computer thinks that we should add drag, like speedbrakes, landing gear, flaps ... Greetings to Singapore!
I like the walk around at the end 👍
Thanks for watching and your helpful feedback!
Great content as always, thank you!
Thanks! It is good to hear that you like my videos! Have a nice day!
Bitte mehr aus Pristina!! Danke super Video.
Kannst du eventuell mal erkläre wieso man nicht aus von serbiens luftraum direkt nach kosovo fliegen darf?
Vielen Dank fürs Anschauen und das gute Feedback! Warum genau man dort nicht vom einen in den anderen Luftraum einfliegen darf, weiß ich auch nicht. Ich gehe davon aus, dass es sich um politische Gründe handelt, denn die Basis für Einflugfreigaben vom einem Land ins andere sind immer bilaterale Vereinbarungen.
@@ApproachandDepartureVideos kommen mehr videos aus prishtina bitte
Great Skills of flying and amazing Teamwork!
Wish you a nice Weekend Captain.
Thank you very much! The same to you!
I am relieved that you found the airport - I must confess that I have never heard of Prishtina. I should go back to school !
Thanks for watching, for sharing your feedback and for your financial support of the channel as a member! This really helps a lot! Have a nice day!
Landschaftlich echt schön da! :D Danke für dieses schöne Video, wiedermal.
Gerne 😊 Vielen Dank fürs Anschauen!
Another amazing video captain. Is there any reason why you disengaged the autopilot at that altitude? (apologies if you already covered this in debrief I probably missed it)
Thanks for watching, your good feedback and your question! I wanted to use the full speedbrakes. With the A320, they are only available without the autopilot. With autopilot on, only half speedbrakes are available.
I always enjoy your videos very much,, can I just ask does one pilot do the take off and one do the landing. hope its ok to ask .. many thanks to you both for today too 🙏🙏
Thanks for watching and for your question! Usually, one pilot performs the full flight as pilot flying and the other pilot as pilot monitoring. Most of the time, we do 2 or 4 flights on one day. We share the flights equally. So every pilot will do one or two flights as pilot flying and the same number as pilot monitoring. Some airports have restrictions that allow only the captain to takeoff or land or to do both. One example is Funchal on Madeire Island. Even if the first officer is pilot flying from Madeira, the captain has to do the takeoff and handover the contols to the first officer later.
Great in depth video as always. Does manual braking just mean that, braking controlled by the pilot in command, or does it also automatically trigger other processes to occur such as stowing of the auto reversers, spoliers etc?
Thanks for your question! Manual braking means that the pilot flying is using the brake pedals instead of the automatic brake system to decelerate the plane. This is all. The rest does not differ between manual braking and autobrake.
Tolles Video. Wie warm/kalt ist es eigentlich im Cockpit? Es ist Winter und ihr seid kurzärmlig unterwegs. 😅
Vielen Dank fürs Anschauen und das gute Feedback! Die Temperatur im Cockpit können wir selbst einstellen. Wo sie dann genau liegt, hängt von der jeweiligen Crew ab. Meist fliegen wir im kurzärmeligen Hemd. Das hat auch damit zu tun, dass wir bei vielen Flügen - auch im Winter - in Richtung Sonne fliegen. Kanarische Inseln ... Dort ist es auch im Winter angenehm warm und eine langes Hemd wäre beim Aussteigen viel zu warm. Meist sehe ich auf der Temperaturanzeige etwa 24 Grad Celsius stehen. Sommer wie Winter.
Awesome video!
Couldn't catch the name of the ACC position before you were transferred to "Pristina APP"..
Can you please tell the name?
Nice spot at 5:24 when the VLS increased! Any reason why this happened?
The VLS increases with the extension of the speedbrakes.
@@ApproachandDepartureVideos thank you as always for the response. It’s interesting to see how concentration is always required. At green dot speed it’s easy to assume “you’re safe” whereas in reality you must be watching your VLS at all times! Thank you for including this in the video!
In case of Eng Failure during GA at this Airport and RWY, what would be the procedure? Anyways GREAT video!
There are 2 options: As long as we are able to climb with the required climb gradient, we could follow the published missed approach procedure which you can see in the approach chart. Alternatively, we always could follow our company defined routing for the engine failure case during the takeoff.
Hi ! Amazing video as always. I was wondering which cost index do you usually use for EWG flights ? And do you use different CI when you have some time to catchup ?
Thanks for watching and your good feedback! The cost index varies from flight to flight and is defined by dispatch.
Kosovo is so small but its crazy when you look up the traffic performance of Prishtina Airport. It'll probably overtake Zagreb Airport this year.
This is also my impression. The airport got more and more traffic over the last years.
Lovely approach and landing, can I ask just how far out from the runway do you start flaps 1 etc?
Thanks for watching! It depends on lots of circumstances. On a normal 3 degree approach, when arriving at level altitude and green dot speed, at about 12 nautical miles from touchdown would be good. The goal here would be to start the descent from the 10 mile point with S speed and flaps 1.
@@ApproachandDepartureVideos thank you very much for your reply, I'm learning alot from yourself as I'm using a flight simulator a320 at present.
Good morning Gentlemen and once again thank you for another excellent Saturday morning video. When the aircraft touches down is initial braking managed automatically by the aircraft as I noticed that once down onto the runway you call "manual braking"?
See you next Saturday hopefully and have a good week.
Thank you so much for supporting the channel as a member and your good feedback! We usually use the autobrake system which is activated with main gear touchdown. When we want to brake more or less or when leaving the runway, we press the brake pedals for manual braking and use the callout "manual braking" to inform the pilot monitoring about the intentional deactivation of the autobrake. Have a nice day!
@@ApproachandDepartureVideos Thank you for your reply Captain
Mir ist aufgefallen, dass der autopilot im vergleich zu anderen videos schon früh ausgeschaltet wurde…was war der grund dafür…?
Ich wollte die vollen Speedbrakes benutzen. Die stehen beim A320 nur mit ausgeschaltetem Autopiloten zur Verfügung.
Very impressive that Kosovo, as the youngest country in the region, is making great strides forward, both economically and culturally, according to many independent media. They separated from Serbia and today they have a higher standard of living than Serbia.
Thank you very much for watching and for sharing your feedback!
Lot's of movement on the stick on landing, but no change in aircraft movement. ?
This is the goal. As soon as the instruments show the start of a very slight deviation in path or speed, corrective inputs will be done. As the result, the airplane stays on the planned vertical and lateral path.
ist es mir richtig aufgefallen : es genügt in all den telephonaten die flugnummer zu nennen anstatt flugzeug-kennung ?
Das ist korrekt. Wir melden uns im Funk mit der Flugnummer oder einem anderen von unserer Verkehrszentrale festgelegten Rufzeichen. Wenn man keine Flugnummer im Flugplan bei der Flugsicherung angibt, verwendet man die Flugzeugkennung als Rufzeichen.
@@ApproachandDepartureVideos sehr ähnlich , wir sollen auch die wagennummer dazu nennen häufig nur linie , kurs und fahrtrichtung ..."weil es zügig geschehen muß" (positiver stress od. negativer streß) obwohl standortdaten von unseren citaro's auf den leitstellenmonitor fast metergenau übertragen werden
Excellent video again! I notice you are flying with managed speed but manual flight a lot, even down to landing. Understandable to reduce the workfload of having to keep the speed manually, but this seems to be a company policy which is handled differently with other companies? I also heard the policy to either fly fully managed or fully manual at other companies (reminds me of Asiana 214, where they relied on managed speed and were surprised about the low energy state on the final).
Remember though that Asiana 214 was a Boeing 777 and the pilot had just converted from the A320 which has different style of FBW and autothrust. On Asiana 214 they accidentally entered HOLD mode which means the auto throttle is essentially off and no longer moves the throttles. Airbus doesn't do that
@@tomstravels520I am aware of that. However I remember reading that the company policy "no automation or full automation" should mitigate against situations, where the mental picture of the pilot (e.g. "the autopilot will keep the speed") and the actual state of the automation differs.
@@clairegrube429 that’s why you always check the FMA to see what the aircraft is doing. This was one of the failures of the Asiana crash. It’s very common in Airbus to land manually but keep autothrust on until the RETARD fallout and all you have to do is move the levers to idle. In Boeing you have to remember to disconnect before moving to idle or they will just go back to their original mode
Thanks for your very detailed feedback! It depends on the company. Some want the pilots to switch off autopilot and autothrust at the same time, others do not allow flight without autothrust. Airbus recommends the use of autothrust during all phases of flight. Even during flight without autopilot. The autothrust is a great tool. It reduces the workload and gives the pilot the opportunity to concentrate on the vertical and lateral path. Especially during visual approaches, the autothrust is a great help. It gives the pilot additional capabilies to stay clear from terrain and other traffic. We can decide on our own if and when we would like to use the autothrust or not. In my opinion this is the best way to go. All pilots here are able and trained to fly with and without autothrust.
The previous airline which I worked for did a study about speed adherence during final approach. The result was that manual thrust approaches were usually flown a little faster than autothrust approaches. And these manual thrust approaches resulted in longer landing distances. So the company recommended the use of autothrust also during manual flight.
@@ApproachandDepartureVideos Thank you very much for your detailed answer. Makes sense its company specifc. I did some night sessions in LH flight training full flight simulator (A320) and indeed keeping all parameters under control on final is very challenging. Not need to mess with speed helps a lot!
I assume that slowing down to 210 knots at FL170 helped to have more leeway to catch up with the descent profile later
100%, 35's descent profile is pretty difficult, even more so when it was the VOR/DME where you came in over XAXAN...
This helps a lot to reduce the energy level of the airplane when we do not get further descent clearance and are well above the normal descent profile. Once we get the descent clearance, an increase in speed during the initial descent with idle power will give us a very good descent rate and can be even improved with the use of full speedbrakes. Sometimes, we get 5000 or even 60000 feet per minute when increasing the speed again with the speedbrakes extended.
@@ApproachandDepartureVideosNice tip ! Simmers apreciate :)
Hope you had a good time in Serbia :)
Thats not Serbia :)
@@DerNoSkin The UN says otherwise
Just enjoy the video. why do people always have to get political...
Hope you had a good time trolling 🙄
@@phuttyyt no one is trolling, just stating facts