Es gibt nichts Besseres als die ruhige Professionalität kompetenter, gut ausgebildeter Piloten. Es ist so entspannend. Vielen Dank, dass Sie Ihren Arbeitsplatz mit uns teilen - Grüße aus Neuseeland!
Vielen lieben Dank fürs gute Feedback! Ja, die andere Richtung ist wesentlich spektakulärer. Es kommt jedoch sehr selten vor, dass wir auf der Runway 33 landen. Meist ist es selbst mit etwas Rückenwind die Runway 15. Wenn es denn dann zukünftig mal die Landebahn 33 wird, versuche ich auf jeden Fall, ein Video vom Anflug zu machen!
Love your videos ! I’ve learned a lot in them about the A32x series and it is very useful for my flight swimming. Thanks and congrats for the nice work 🎉
Thanks for your great feedback! It is a good idea to fly raw data and without autothrust on a regular basis to stay current and proficient. Have a nice day!
Sitze gerade am McBook und klicke skytest für die Eurowings BQ. Deine Videos sind einfach pure Motivation. Auch schon immer in den Pausen während der ATPL Theorie. Einfach ein toller RUclips Kanal!!
Vielen Dank fürs Anschauen und das gute und sehr persönliche Feedback! Ich wünsche viel Erfolg beim Assessment und hoffe, dass wir uns bald im Cockpit sehen werden!
Das passiert schonmal. Man informiert die Flugsicherung, die dann die Informationen an den Flughafen und die medizinischen Dienste / Feuerwehr weitergibt. Bei Bedarf bittet man dann auch um Priorität.
Hi captain. On the airbus, are the ailerons automatically trimmed when making a turn? I mean if you make a left turn and release the sidestick back to neutral, does the aircraft continue to bank left till you turn the sidestick?
Awesome video, some great views as you flew in, and I am forever amazed at how far away ytou can see the run way from! All I saw was the river when you both had it in sight!
Thanks for watching and your great feedback! Our eyes are much better than the camera picture. In good weather, we see the runway usually very early. Sometimes more than 25 nautical miles or 50 kilometers away.
Thank you captain. Great video as always. Just a tiny bit of feedback. There is a loud sound of breathing. Someone may have the mic too close to their mouth.
Thanks for watching and for your feedback! I agree, I also do not want to hear any breathing noise in the videos. We always try to minimize the breathing noise. Sometimes it works better, sometimes not. If the microphone is moved futher away, it is sometimes difficult to understand the pilot. It is always a compromise. I hope that it gets better in the future.
ein tolles video wieder , immer wieder gut und spannend gemacht , tolle aufnahmen ,tolle Crew wie immer daumen hoch und freue mich schon auf das nächste video 👏👏👏👏👍👍👍
My last return trip to Sydney was perfect landing each time. No sudden drops and no harsh braking. The A320-200 gently descended each time and I guess being a regional airport with a relatively short runway had stronger braking that slowed the aircraft very soon after touchdown. But overall very pleased. I also noticed there is more turbulence when there are more clouds. Am flying out again for another weekend this time on a Boeing 737-700 or 737-800.
Thanks for watching and for sharing your personal experience! Yes, on shorter runways we have to brake more and the passengers can feel the deceleration. Some clouds are usually associated with turbulence, others not. Cumulus type clouds may cause a bumpy ride. Especially when flying through them. Stratiform clouds usually do not cause turbulence.
May I ask why that after 10:30, even though the NAV mode and AP is engaged and LOC is still in blue, but the plane was deviating to the right of the computed course? Thanks for your sharing. Nice landing!
Thanks for watching, your good feedback and for sharing your observation! This is a behavior we see since years on a regular basis. The Airbus starts to turn in accordance to the armed localizer or ILS but still shows NAV. After a while, it shows the correct LOC* mode on the FMA. I will try to find out more about it.
@@ApproachandDepartureVideos Is that a known issue that will impact the flight operation in other situations? Btw Thanks for your reply! It's very insightful.
Yes, you are right. The FD gives a good guidance. But we have to be able to fly the approach even without flight director. So we have to do it once in a while to stay proficient.
Just a question Capt, noticed you were monitoring tailwind a lot, would there be a chance we could see a Go Around on video, if everything permits? Hello from SIN/WSSS.
Go Arounds are very very rare. Until now, I never had to go around when the cameras were installed. It may be happen sometime. And if it happens, I would publish it. Greetings to Singapore!
Thanks for watching, for your support as a member and for your question. There is no upper speed limit for using the manual brakes on the A320. You can brake manually as soon as the main wheels have touched the ground.
Hello Cpt. Perfect video as always. I would like to know why the wing lights are part of the parking checklist. Furthermore what is even the purpose of wing lights and when do you use it? thank you.
Thanks for watching and your great feedback! The wing lights are used to illuminate the front of the wings. This helps us for example in the dark to see if there is ice or so at the wings.
As you will be aware we have experienced some very strong winds recently and I watched a number of aircraft landing in terrifying conditions on the tv news. It made me wonder who decides if an aircraft should land or divert, Pilot or Controller? Thank you for another flight, you certainly see some stunningly beautiful sights.
First of all: Thank you very much for supporting the channel as a member! This helps a lot to keep the channel alive! I know exactly what you mean. I landed in Salzburg on Friday evening in the dark. We experienced very high and gusty crosswinds and tailwinds during the approach in rain. Just a moment prior to our landing, the wind was almost calm. The decision to start an approach or to divert is done by the cockpit crew. The captain is legally responsible for the decision. During the approach, if it gets difficult to control the plane or when reaching the minimums with no visual contact, the pilot flying can initiate a go around and do another approach or fly somewhere else. The controller usually does not deny a landing clearance. Only if the airport is closed due to snow removal or so, he or she will not issue a landing clearance. At Funchal airport, the controller can also advise the pilot not to land because of too much wind. The local authority has published a wind limit chart. If the average wind is higher than the published limits, he or she will tell the pilot not to land and to hold over the airport or divert.
Great landing! I ended up in this video while searching for a recent accident happened to a China Southern 787. The F/O performed a raw-data ILS arrival, but ended up with tail strike and hard landing (2.4g). Since then there have been large criticism on performing raw-data ILS arrival on real passenger flights for training purpose, given the reason that the probability of a real raw-data scenario is extremely low, and training in real flights is riskng the passengers’ life. A suggestion proposed was to categorize raw-data ILS training as ”emergency training”, which should be done only in simulators. I’m curious about how this sounds to a professional pilot. Thank you!
Thanks for watching, your good feedback and the interesting comment! Every pilot must be able to fly a raw data ILS at all times in accordance to all standards. It is not risky for anybody. Raw data flying has nothing to do with emergency training or so. Sure, raw data flying - sometimes combined with system failures or so - is trained and checked on a regular basis in the simulator. To stay proficient, we pilots shall also do this on normal flights from time to time. To stay proficient It is not enough to do it only 2 times a year in the simulator. This was already addressed by the FAA a while ago. Here is the statement which they sent to the airlines: www.faa.gov/sites/faa.gov/files/other_visit/aviation_industry/airline_operators/airline_safety/SAFO17007.pdf The second half of page 2 and the first half of page 3 shows what the FAA wants the airlines and the crews to be done during line flying. I cannot comment on the 787 incident which you describe because I do not know the details. But if you check other incident reports which are available in the internet, they show that tailstrikes and hard landings also can happen due to pilot error or other reasons with flight directors and autothrust on. In my opinion, it is very important to operate like in the FAA memo: If the weather permits, use different levels of automation for various approaches to stay current and proficient.
@ApproachandDepartureVideos Thank you for your thoughtful reply! It's a bit surprised that there's not just Chinese aviation administration values manual flying and what we called having a "tough yoke". Especially the SAFO you provided was interesting. As far as I know, the degree of manual training may vary in different airlines. Some don't require pilots to routinely perform an arrival without AP, AT, FD, at all, while this is a mandatory threshold for becoming a captain in China. I mentioned that 787 incident, since it has generated interesting discussions on raw data flying in the Chinese community. There were also miscommunication and poor performance at handling a bounced landing during the incident, but many still considers raw data arrival as the root cause. One also states that the risk of human error in raw data arrival is higher than the probability of an actual simultaneous failure of AP, AT, and FD. For me raw data flying is an essential skill for pilots, but this argument also sounds somewhat logical. Perhaps increasing the amount of simulator training would be a compromising solution to that contradiction?
Thanks for your interesting feedback! I think it should be a combination: Different approach types with and without the use of automation should be demonstrated and trained to proficiency in the simulator. But doing it twice a year in the simulator is not enough. Pilots should be encouraged by the airlines to use different levels of automation during normal flights. This helps to stay current and proficient. Sure, it is not the best idea to fly a raw data approach in heavy wind during the night after 10 hours of duty. Here the automation may help. The crew and the pilot flying needs to decide. Very important is also that the pilot monitoring is doing his or her job during a raw data approach: Monitoring the flight parameters and announce deviations.
Thanks for watching and your support of the channel as a member! We see this on the navigation display. If you watch the upper left corner of the display, you see the wind arrow with an indication of direction and speed. Also, you see the indication of the TAS (True Airspeed) and the GS (Groundspeed). If you calculate the difference between the TAS and the GS, you will get the tail- or headwind. If the groundspeed is higher than the TAS, it is a tailwind. If the groundspeed is lower than the TAS, it is a headwind. Have a nice day!
Another great video capt, just one comment, its difficult to hear you and the first officer as the ATC is very loud. I'd rather listen to you than the ATC
Thanks for watching and your good feedback! I am sorry that it was difficult for you to understand us. The audio in the video is the original audio from the cockpit. It is exactly the same you would hear if you would be with us on the jumpseat. It includes everything: The pilots, ATC, the auto callouts of the airplane, airplane noise ... There is no separate ATC recording or so. The composition is a little different from flight to flight and from airplane to airplane. I hope the audio in next video will be easier to understand for you.
Gut gemachtes Video zum Anflug auf dem Wolfgang Amadeus Mozart Flughafen zu Salzburg es ist der Standard Anflug über die Landerichtung 15 sind Sie schon einmal über die Landerichtung 33 angeflogen? Die soll nicht einfach sein Bitte machen Sie so weiter Danke fürs Mitnehmen ❤
Vielen Dank fürs Anschauen und das gute Feedback! Standard ist die Landebahn 15. Auch mit leichtem Rückenwind nutzen wir sie. Wenn der Rückenwind zu stark wird, nehmen wir die Landebahn 33. Der Anflug ist ganz interessant, da er relativ nah an Bergen und der Stadt vorbei führt. Ich habe ihn schon mehrfach gemacht, allerdings in der letzten Zeit passte es immer für die 15. Beim nächsten Anflug zur 33 versuche ich auf jeden Fall ein Video aufzuzeichnen. Einen schönen Tag noch!
Thanks for watching and for sharing your observations. I would not call it dramatic. This is the very normal conversation pilots have with ATC if people on board are not doing well and a doctor or the ambulance is required after landing and the plane may need priority to be fast on the ground.
@@ApproachandDepartureVideos with dramatic I rather was referring to the actual medical incident of two parallel cases of unconscious/already deceased pax. Not to the tonality or ATC coms procedure itself
Mal wieder ein sehr schönes Video. Besonders dieser herlicher Sonnenaufgang über den Bergen. Wenn mal Stuttgart in Angebot ist😉 wäre ein Video dazu natürlich supi🤗
Herzlichen Dank fürs Anschauen und das Teilen der Eindrücke! In Stuttgart bin ich eher selten. Aber ich behalte den Wunsch im Hinterkopf, falls es einmal zu einem Flug nach Stuttgart kommt. Einen schönen Tag noch!
It is still an ILS approach. You can fly it with flight director, autopilot and autothrust or as raw data approach as you see in the video. To be proficient in manual flight, it is a good idea to do this once in a while.
aaahhh , wenn ich dat zweite notwendige display sehe ...möchte ich Daimler-Benz Mercedes bitten dies auch unseren bussen zugute kommen zu lassen ... nützlich sämtliche bewegungen zu verstehen OHNE mit der leitstelle zu telephonieren - was die selbständige eigenverantwortliche dienst verrichtung im öpnv stärken würde - vermisst ihr nachtsicht/restlichverstärkung auch? die s-klasse war supergut zu fahren
Vielen Dank fürs Anschauen und das Feedback! Nachtsicht und Restlichtverstärkung sind bei uns nicht notwendig. Das ist was fürs Militär oder die Polizei. Wir können nach Instrumenten in Wolken fliegen. Dazu benötigen wir gar keine Sicht nach außen. Im Anflug müssen wir erst in niedriger Höhe etwas sehen. Manche Großflugplätze ermöglichen unserem Airbus sogar die Landung mit nur 75 Metern Sichtweite.
@@ApproachandDepartureVideos ich gucke immer mal wieder hinein... hatten in der nachbarschaft früher einen von'ne lufthansa stimmt wenn fahrzeug-führen so geschult und angewöhnt wird , konzerne sollten mehr customizing umbauten bieten egal wat aktionäre meckern !
Es gibt nichts Besseres als die ruhige Professionalität kompetenter, gut ausgebildeter Piloten. Es ist so entspannend. Vielen Dank, dass Sie Ihren Arbeitsplatz mit uns teilen - Grüße aus Neuseeland!
Vielen lieben Dank fürs Anschauen und das sehr gute Feedback! Herzliche Grüße nach Neuseeland!
That was a beautiful approach into Salzburg! Very nice.
Thanks for watching and for sharing your good feedback!
Ich bin so oft auf diesem Flug gewesen, wie ein guter alter Freund 😊. Sehr schönes Video! Gegenrichtung bei Wind ist natürlich 1000x spektakulärer.
Vielen lieben Dank fürs gute Feedback! Ja, die andere Richtung ist wesentlich spektakulärer. Es kommt jedoch sehr selten vor, dass wir auf der Runway 33 landen. Meist ist es selbst mit etwas Rückenwind die Runway 15. Wenn es denn dann zukünftig mal die Landebahn 33 wird, versuche ich auf jeden Fall, ein Video vom Anflug zu machen!
The way the video is presented with charts and everything is simply amazing. Interesting and even motivating, as well as a great learning opportunity.
Thanks you very much for your good and helpful feedback! Have a nice day!
Love your videos ! I’ve learned a lot in them about the A32x series and it is very useful for my flight swimming. Thanks and congrats for the nice work 🎉
This is great to hear! Thanks for sharing your very good feedback! Have a nice day!
Very nice raw data approach with manual thrust! Great job!
Thanks for your great feedback! It is a good idea to fly raw data and without autothrust on a regular basis to stay current and proficient. Have a nice day!
True! Unfortunately in my company we are not allowed to execute a raw data approach with manual thrust. It should be either raw data or manual thrust.
@@flysupermax This is interesting! Thanks for sharing!
Sitze gerade am McBook und klicke skytest für die Eurowings BQ. Deine Videos sind einfach pure Motivation. Auch schon immer in den Pausen während der ATPL Theorie. Einfach ein toller RUclips Kanal!!
Magst du deine Erfahrung teilen wenn du bei ip warst bin im April dort:)
@@Cloudsurfer03 sehr gerne 👍🏼
@@cavoktobi2813danke dir😊
Vielen Dank fürs Anschauen und das gute und sehr persönliche Feedback! Ich wünsche viel Erfolg beim Assessment und hoffe, dass wir uns bald im Cockpit sehen werden!
@@ApproachandDepartureVideos Danke das hoffe ich auch !
Die 2 medical cases on board ab 2:02 fand ich sehr interessant.
Das passiert schonmal. Man informiert die Flugsicherung, die dann die Informationen an den Flughafen und die medizinischen Dienste / Feuerwehr weitergibt. Bei Bedarf bittet man dann auch um Priorität.
Hi captain. On the airbus, are the ailerons automatically trimmed when making a turn? I mean if you make a left turn and release the sidestick back to neutral, does the aircraft continue to bank left till you turn the sidestick?
Very smooth landing, and super fast approach-type change! Great video as usual!
Thank you very much for watching, for sharing your feedback and for supporting the channel as a member! Have a nice day!
Awesome video, some great views as you flew in, and I am forever amazed at how far away ytou can see the run way from! All I saw was the river when you both had it in sight!
Thanks for watching and your great feedback! Our eyes are much better than the camera picture. In good weather, we see the runway usually very early. Sometimes more than 25 nautical miles or 50 kilometers away.
Wow that's a huge way away!
Fabulous approach and landing captain
Thanks for watching and your good feedback!
Thank you captain. Great video as always. Just a tiny bit of feedback. There is a loud sound of breathing. Someone may have the mic too close to their mouth.
Thanks for watching and for your feedback! I agree, I also do not want to hear any breathing noise in the videos. We always try to minimize the breathing noise. Sometimes it works better, sometimes not. If the microphone is moved futher away, it is sometimes difficult to understand the pilot. It is always a compromise. I hope that it gets better in the future.
Danke. Immer wieder toll.
Vielen Dank fürs Anschauen und das gute Feedback!
ein tolles video wieder , immer wieder gut und spannend gemacht , tolle aufnahmen ,tolle Crew wie immer daumen hoch und freue mich schon auf das nächste video 👏👏👏👏👍👍👍
Vielen lieben Dank fürs gute Feedback! Einen schönen Tag noch!
My last return trip to Sydney was perfect landing each time. No sudden drops and no harsh braking. The A320-200 gently descended each time and I guess being a regional airport with a relatively short runway had stronger braking that slowed the aircraft very soon after touchdown.
But overall very pleased. I also noticed there is more turbulence when there are more clouds. Am flying out again for another weekend this time on a Boeing 737-700 or 737-800.
Thanks for watching and for sharing your personal experience! Yes, on shorter runways we have to brake more and the passengers can feel the deceleration. Some clouds are usually associated with turbulence, others not. Cumulus type clouds may cause a bumpy ride. Especially when flying through them. Stratiform clouds usually do not cause turbulence.
Excellent as always, many thanks.
Thank you very much for your support of the channel as a member! And thanks for you good feedback! Have a nice day!
May I ask why that after 10:30, even though the NAV mode and AP is engaged and LOC is still in blue, but the plane was deviating to the right of the computed course? Thanks for your sharing. Nice landing!
Thanks for watching, your good feedback and for sharing your observation! This is a behavior we see since years on a regular basis. The Airbus starts to turn in accordance to the armed localizer or ILS but still shows NAV. After a while, it shows the correct LOC* mode on the FMA. I will try to find out more about it.
@@ApproachandDepartureVideos Is that a known issue that will impact the flight operation in other situations? Btw Thanks for your reply! It's very insightful.
This is a known issue. It does not impact the flight. It is interesting but not a problem or so.
Hello, why did you turn off the FD even though this was the ILS approach, so it should provide good guidance?
Yes, you are right. The FD gives a good guidance. But we have to be able to fly the approach even without flight director. So we have to do it once in a while to stay proficient.
i love
Thanks for watching!
Wonderful as always! Thanksss a lot
Thanks for watching and your good feedback! Have a nice day!
Just a question Capt, noticed you were monitoring tailwind a lot, would there be a chance we could see a Go Around on video, if everything permits? Hello from SIN/WSSS.
Go Arounds are very very rare. Until now, I never had to go around when the cameras were installed. It may be happen sometime. And if it happens, I would publish it. Greetings to Singapore!
Hi Captain, what's the upper speed limit you are allowed to start using manual brakes on the A320? Thanks
Thanks for watching, for your support as a member and for your question. There is no upper speed limit for using the manual brakes on the A320. You can brake manually as soon as the main wheels have touched the ground.
Danke
Danke fürs Anschauen!
Hello Cpt. Perfect video as always. I would like to know why the wing lights are part of the parking checklist. Furthermore what is even the purpose of wing lights and when do you use it? thank you.
Thanks for watching and your great feedback! The wing lights are used to illuminate the front of the wings. This helps us for example in the dark to see if there is ice or so at the wings.
As you will be aware we have experienced some very strong winds recently and I watched a number of aircraft landing in terrifying conditions on the tv news. It made me wonder who decides if an aircraft should land or divert, Pilot or Controller?
Thank you for another flight, you certainly see some stunningly beautiful sights.
First of all: Thank you very much for supporting the channel as a member! This helps a lot to keep the channel alive!
I know exactly what you mean. I landed in Salzburg on Friday evening in the dark. We experienced very high and gusty crosswinds and tailwinds during the approach in rain. Just a moment prior to our landing, the wind was almost calm.
The decision to start an approach or to divert is done by the cockpit crew. The captain is legally responsible for the decision. During the approach, if it gets difficult to control the plane or when reaching the minimums with no visual contact, the pilot flying can initiate a go around and do another approach or fly somewhere else.
The controller usually does not deny a landing clearance. Only if the airport is closed due to snow removal or so, he or she will not issue a landing clearance. At Funchal airport, the controller can also advise the pilot not to land because of too much wind. The local authority has published a wind limit chart. If the average wind is higher than the published limits, he or she will tell the pilot not to land and to hold over the airport or divert.
@@ApproachandDepartureVideos That's a very full and interesting reply thank you for taking the time, your answers are always appreciated.
How do you check your speed during taxi,? the lowest reading on the PFD is 40knots
Good question! We use the groundspeed indication in the left upper corner of the navigation display (ND). This is very accurate.
Oh okay, thanks😀
Welcome to my hometown!
Thanks for watching! Greetings to Salzburg!
Epic landing!
Thanks for the good feedback!
Sehr schönes Video! Hab eine kurze Frage: Was ist das VLS? Bin mir nicht sicher ob es die Landegeschwindigkeit ist.
VLS is lowest selectable speed. With autothrust on it will not go below this speed. Approach speed (VAPP) is typically VLS+5 knots
@@tomstravels520 ok thanks a lot
Danke fürs Anschauen und die Frage! Sie ist ja schon beantwortet worden. Einen schönen Tag noch!
Danke für die Einblicke!
Great landing! I ended up in this video while searching for a recent accident happened to a China Southern 787. The F/O performed a raw-data ILS arrival, but ended up with tail strike and hard landing (2.4g). Since then there have been large criticism on performing raw-data ILS arrival on real passenger flights for training purpose, given the reason that the probability of a real raw-data scenario is extremely low, and training in real flights is riskng the passengers’ life. A suggestion proposed was to categorize raw-data ILS training as ”emergency training”, which should be done only in simulators. I’m curious about how this sounds to a professional pilot. Thank you!
Thanks for watching, your good feedback and the interesting comment! Every pilot must be able to fly a raw data ILS at all times in accordance to all standards. It is not risky for anybody. Raw data flying has nothing to do with emergency training or so. Sure, raw data flying - sometimes combined with system failures or so - is trained and checked on a regular basis in the simulator. To stay proficient, we pilots shall also do this on normal flights from time to time. To stay proficient It is not enough to do it only 2 times a year in the simulator. This was already addressed by the FAA a while ago. Here is the statement which they sent to the airlines: www.faa.gov/sites/faa.gov/files/other_visit/aviation_industry/airline_operators/airline_safety/SAFO17007.pdf
The second half of page 2 and the first half of page 3 shows what the FAA wants the airlines and the crews to be done during line flying.
I cannot comment on the 787 incident which you describe because I do not know the details. But if you check other incident reports which are available in the internet, they show that tailstrikes and hard landings also can happen due to pilot error or other reasons with flight directors and autothrust on. In my opinion, it is very important to operate like in the FAA memo: If the weather permits, use different levels of automation for various approaches to stay current and proficient.
@ApproachandDepartureVideos Thank you for your thoughtful reply! It's a bit surprised that there's not just Chinese aviation administration values manual flying and what we called having a "tough yoke". Especially the SAFO you provided was interesting. As far as I know, the degree of manual training may vary in different airlines. Some don't require pilots to routinely perform an arrival without AP, AT, FD, at all, while this is a mandatory threshold for becoming a captain in China.
I mentioned that 787 incident, since it has generated interesting discussions on raw data flying in the Chinese community. There were also miscommunication and poor performance at handling a bounced landing during the incident, but many still considers raw data arrival as the root cause. One also states that the risk of human error in raw data arrival is higher than the probability of an actual simultaneous failure of AP, AT, and FD. For me raw data flying is an essential skill for pilots, but this argument also sounds somewhat logical. Perhaps increasing the amount of simulator training would be a compromising solution to that contradiction?
Thanks for your interesting feedback! I think it should be a combination: Different approach types with and without the use of automation should be demonstrated and trained to proficiency in the simulator. But doing it twice a year in the simulator is not enough. Pilots should be encouraged by the airlines to use different levels of automation during normal flights. This helps to stay current and proficient. Sure, it is not the best idea to fly a raw data approach in heavy wind during the night after 10 hours of duty. Here the automation may help. The crew and the pilot flying needs to decide. Very important is also that the pilot monitoring is doing his or her job during a raw data approach: Monitoring the flight parameters and announce deviations.
Gruß Gott ! Nice video again. Q - how do the crew know what the tailwind component is?
Thanks for watching and your support of the channel as a member! We see this on the navigation display. If you watch the upper left corner of the display, you see the wind arrow with an indication of direction and speed. Also, you see the indication of the TAS (True Airspeed) and the GS (Groundspeed). If you calculate the difference between the TAS and the GS, you will get the tail- or headwind. If the groundspeed is higher than the TAS, it is a tailwind. If the groundspeed is lower than the TAS, it is a headwind. Have a nice day!
Another great video capt, just one comment, its difficult to hear you and the first officer as the ATC is very loud. I'd rather listen to you than the ATC
Thanks for watching and your good feedback! I am sorry that it was difficult for you to understand us. The audio in the video is the original audio from the cockpit. It is exactly the same you would hear if you would be with us on the jumpseat. It includes everything: The pilots, ATC, the auto callouts of the airplane, airplane noise ... There is no separate ATC recording or so. The composition is a little different from flight to flight and from airplane to airplane. I hope the audio in next video will be easier to understand for you.
Gut gemachtes Video zum Anflug auf dem Wolfgang Amadeus Mozart Flughafen zu Salzburg es ist der Standard Anflug über die Landerichtung 15 sind Sie schon einmal über die Landerichtung 33 angeflogen? Die soll nicht einfach sein Bitte machen Sie so weiter Danke fürs Mitnehmen ❤
Vielen Dank fürs Anschauen und das gute Feedback! Standard ist die Landebahn 15. Auch mit leichtem Rückenwind nutzen wir sie. Wenn der Rückenwind zu stark wird, nehmen wir die Landebahn 33. Der Anflug ist ganz interessant, da er relativ nah an Bergen und der Stadt vorbei führt. Ich habe ihn schon mehrfach gemacht, allerdings in der letzten Zeit passte es immer für die 15. Beim nächsten Anflug zur 33 versuche ich auf jeden Fall ein Video aufzuzeichnen. Einen schönen Tag noch!
Very tense and dramatic ATC in the background with DLH 2YF at 1:59 😢
Thanks for watching and for sharing your observations. I would not call it dramatic. This is the very normal conversation pilots have with ATC if people on board are not doing well and a doctor or the ambulance is required after landing and the plane may need priority to be fast on the ground.
@@ApproachandDepartureVideos with dramatic I rather was referring to the actual medical incident of two parallel cases of unconscious/already deceased pax. Not to the tonality or ATC coms procedure itself
Moin, war gerade bei dir im Cockpit :)
Schönen Abend noch in Salzburg!
Now we all want to know what you said at 6:02 😂😂
Mal wieder ein sehr schönes Video. Besonders dieser herlicher Sonnenaufgang über den Bergen. Wenn mal Stuttgart in Angebot ist😉 wäre ein Video dazu natürlich supi🤗
Herzlichen Dank fürs Anschauen und das Teilen der Eindrücke! In Stuttgart bin ich eher selten. Aber ich behalte den Wunsch im Hinterkopf, falls es einmal zu einem Flug nach Stuttgart kommt. Einen schönen Tag noch!
captain this is ILS APP ， why disconect FD , AUTOTHRUST
It is still an ILS approach. You can fly it with flight director, autopilot and autothrust or as raw data approach as you see in the video. To be proficient in manual flight, it is a good idea to do this once in a while.
@@ApproachandDepartureVideos
@@ApproachandDepartureVideos
aaahhh , wenn ich dat zweite notwendige display sehe ...möchte ich Daimler-Benz Mercedes bitten dies auch unseren bussen zugute kommen zu lassen ... nützlich sämtliche bewegungen zu verstehen OHNE mit der leitstelle zu telephonieren - was die selbständige eigenverantwortliche dienst verrichtung im öpnv stärken würde
- vermisst ihr nachtsicht/restlichverstärkung auch? die s-klasse war supergut zu fahren
Vielen Dank fürs Anschauen und das Feedback! Nachtsicht und Restlichtverstärkung sind bei uns nicht notwendig. Das ist was fürs Militär oder die Polizei. Wir können nach Instrumenten in Wolken fliegen. Dazu benötigen wir gar keine Sicht nach außen. Im Anflug müssen wir erst in niedriger Höhe etwas sehen. Manche Großflugplätze ermöglichen unserem Airbus sogar die Landung mit nur 75 Metern Sichtweite.
@@ApproachandDepartureVideos ich gucke immer mal wieder hinein... hatten in der nachbarschaft früher einen von'ne lufthansa
stimmt wenn fahrzeug-führen so geschult und angewöhnt wird , konzerne sollten mehr customizing umbauten bieten egal wat aktionäre meckern !