That was a real strange name for a waypoint. As this are all ATC generated names, you cannot lookup the right pronounciation anywhete. All possible ponouncitations are acceptable.
Really nice video once again captain! please continue to upload them. I learn a ton from them each time! Excited to get my type rating at the end of this year!
Such a pleasure to watch your videos. High level of profesional work you do with sharing charts at the right time, instruments and pilot view. Almost perfect. Looking foward the next one. cannot wait. thx so much :)
Wieder ein sehr gutes Video zum Anflug auf Krakau in Polen beim Zusehen wie Sie durch die Wolken fliegen hat man ein bisschen mulmiges Gefühl Lieben Dank für das Video
Hello Cpt. Another great approach video from Krakow. I am enthusiastic about your crew management and the briefing before the approach. 😀👌 The approach was very short. I liked how you regulate the speed management during the approach. 💎 The view of Kraków from the cockpit during the approach was impressive. Another very nice and well made video. Thank you for taking the time to make such great videos for us! 🏆 With this in mind, I wish you and your crew a nice week. Greetings from Styria 🤗 Werner
Awesome video, as always! I love everything you put on the screen.. I watch a lot of it several times to see different things. It's always a pleasure to see such incredible views and learn some things along the way!
Thanks! Using a higher speed to dump altitude is a great method. It reduces the flight time and may save some fuel in comparison to the extension of speedbrakes, flaps or even the landing gear.
Thanks! It all depends on my duty schedule. And this is always a new surprise. When I fly next to EPKT I try to record a video. I promise. It may take a while. Please stay tuned. Greetings to Katowice!
Mal wieder ein sehr schönes Video, vielen vielen Dank für die ganze Mühe die du immer in deine Videos steckst👍 Ich hätte mal eine Frage: Redet ihr im Cockpit nur für das Video auf Englisch oder macht ihr sonst bspw. das Depature Briefing auch auf Englisch?
Wir dürfen sowohl die englische als auch die deutsche Sprache benutzen. Das gilt immer dann, wenn beide Deutsch und Englisch sprechen. Alle Handbücher sind in englischer Sprache verfasst.
Every approach is different. In general, 3 and full are both approved landing configurations. The difference is not that much. So, after extending the landing gear at about 1600 to 2100 feet above the airport, we usually extend the remaining flaps very soon to reach our landing configuration at 1000 feet.
I'm on vacation right now before school break i come back on Monday i have break on 14th I'm in Denmark right now since I'm from Gothenburg its close by and my uncles and cousins lives here but great landing mate
Great professional video as always - thank you for all of your time and effort making these videos, which are very enjoyable and interesting to watch. Would you consider making a video from the simulator to show non-normal operations?
Thanks for watching and your feedback! Yes, I thought already about doing videos of non normal operations in the simulator. It may be possible, but will take some more time. Please stay tuned. Have a nice day,!
Hello captain and thanks for the passion you put into these videos. I was wondering whether the decision to perform the approach with or without the Auto-thrust is just up to the pilot flying preference at the moment or if it may be influenced by other conditions, thanks again
Thanks for watching and your question. The pilot flying decides about autothrust or manual thrust. She or he can do this in the last moment. Airbus recommends to switch off the autothrust latest at 1000 feet above the runway if a landing with manual thrust will be performed. And CAT 3 approaches have to be done with autothrust.
Thanks for watching and your good feedback! The duty schedule is always a surprise. A320 ceo, A320 neo, A319 IAE, A319 CFM ..... There will be - for sure - IAE takeoffs coming. It may just take some time.
Thanks for watching and your great feedback! I will keep your request in mind. But: Lots of turbulence is very rare. The same is true for unusual events. Have a nice day!
Hello capt! I would like to know why the horizontal FD bar in your PFD started flashing for a few seconds 7:00. Is that because of the changeover to local QNH? If yes, why did Airbus implemented that? Wonderful flight and video!! :D
Thanks for the good feedback and the question. At that point, we were a little fast for flaps 2. But we had to do something to slow the plane down to meet later the 1000 feet gate. So gear down was the right tool to get that all achieved.
Thanks for watching and for your question! The pilot flying decided to fly the final approach with autothrust off. So he had to move the thrust levers out of the climb detend and adjusted the thrust manually to the required value. The decision is done by the pilot flying. We have to be able to fly with autothrust on and with autothrust off. So it is a good idea to do both options on a regular basis.
Thanks for watching and for subscribing! For the time being, I can only offer you an older (1 camera view) Athens video: ruclips.net/video/-Czpm9zRO5o/видео.html and a different style Heraklion video which I published a while ago. The Heraklion-link is here: ruclips.net/video/Nkud0VNvLqA/видео.html As soon as I am scheduled again to theses airports, I try to make new videos with instruments, charts ... As always: It may take a while. Please stay tuned. Have a nice day!
Bisher noch nicht. Aber das nächste Mal, wenn ich Münster / Osnabrück im Dienstplan habe, nehme ich die Kameras mit. Das kann aber - wie immer - dauern, denn der Dienstplan ist immer eine Überraschung und es gibt sehr viele mögliche Ziele.
These baby-Airbus machines seem like little fighter-jets, especially the NEOs. Do you ever find yourself saying "pew pew - missle launch" pressing the talk button Stefan?? :)
Good question! In general, I calculate in my brain remaining altitude to get rid of until landing versus remaining distance to expect. The Airbus does also such a computation and shows the result on the progress page of the MCDU. Also, there is a small green dot which is visible on the left of the altitude tape of the PFD. With the newest software update, there is also a numeric value visible near the dot. This shows the deviation. The shown deviation is based on the entered routing and winds. If the flown routing will be shorter or longer or the wind is different, the deviation indication is wrong. During the final approach, we use the glideslope of the ILS or the vertical deviation indicator for non precision approaches
A bit poor energy management for fo. Captain reminded him to get configured. Also after gs interception it is not worth extending speedbrake. Late stabilized overall.
The overall goal is to be established at 1000 feet above the runway elevation during a standard instrument approach. Some approaches are flown a little faster, some slower. This video shows that he was established exactly on the dot. And it shows that it is possible to slow the plane down during descent over a very short distance, even when being a little faster than usual. Besides the 1000 feet gate, there are no other gates on the ILS. Sure, most of our approaches are configured earlier and intercept the glideslope with flaps 1 and S-Speed or less. Nevertheless, this was a safe approach. It won’t get safer when established before the 1000 feet gate. The speedbrakes helped him slowing down. They were for sure needed due to the energy level.
I believe new EASA rules allow 500ft as a lower limit for stabilised approach - after Ryanair's request to change it from 1000ft. Could you please explain the Vls set-up and the need for corrections before landing checklist?
There is a VLS displayed on the PFD which is based on aerodynamic data (AOA ....) and the CG location. The other VLS is showm on the MCDU. This is based on the weight from the loadsheet and the current fuel. If the VLS on the PFD is higher, we add the difference to the approach speed in the MCDU.
We have a nosewheel steering system. To steer the nosewheel, we use the rudder pedals or a steeringwheel, which is called tiller. If we move the tiller for example to the right or if we press the right rudder pedal, the nosewheel is turned hydraulically and the plane moves to the right.
Das stimmt nicht ganz. Es gab hier keinen Grund für Nervosität. Meine Hand kommt immer kurz vor dem Aufsetzen dahin, wenn ich pilot monitoring bin. Das sieht man auch in anderen Videos.
There is a VLS displayed on the PFD which is based on aerodynamic data (AOA ....) and the CG location. The other VLS is shown on the MCDU. This is based on the weight from the loadsheet and the current fuel. If the VLS on the PFD is higher, we add the difference to the approach speed in the MCDU.
@@ApproachandDepartureVideos ok that’s good for redundancy I guess….but why is it different? Does that suggest the plane is slightly heavier or different CG than calculated maybe? Maybe not much as I am aware of the warning that appears if 7 tonnes difference is detected.
@@tomstravels520 Good thoughts! It will be different if the plane is heavier than in the loadsheet. But it also would be different if the entered CG is wrong or the AOA sensors are not 100 % accurate. Airbus says that the VLS check is not required and the loadsheet plus fuel may be more accurate than the weight from the FAC, calculated on basis of aerodynamic data. But we are on the safe side with the check and may detect a loadsheet error.
@@ApproachandDepartureVideos I guess if it was an AOA error than that pilots VLS and other FAC computed speeds would be slightly different to FO’s as well
Thanks for watching and the good feedback! All manuals are published in English. As far as I know, most airlines require their pilots that besides English they have some level of knowledge of the language which is spoken in the country they are based. Details are usually published in the job offerings for pilots.
This is a wonderful channel; always a pleasure to watch your videos. Eurowings must be very proud!
Thank you so much for your kind words! Please tell everybody who may be interested about the channel! Thanks a lot and have a nice day!
As someone learning the A320 in MSFS these videos are a goldmine. Also very relaxing to watch.
Thanks for the friendly words! All the best to you!
I used to fly in and out of Krakow when I was a child every year visiting family from Canada. Thanks for sharing this perspective!!
Thanks for watching and for sharing your personal memories! Have a nice day!
OFFUK...I think we all snickered. 😆
😂
That was a real strange name for a waypoint. As this are all ATC generated names, you cannot lookup the right pronounciation anywhete. All possible ponouncitations are acceptable.
Makes you wonder if something bad happened there..
there is also URMOM somewhere
Must be a tribute to famous Captain "Ho Lee Fuk"
Very professional and smooth approach and landing. Safe and sound. Thanks again!
I agree, the First Officer did a good job! Have a nice day!
Thanks for your time!
Flotter und effizienter Anflug, professionell wie immer. Macht Spaß zuzuschauen 😃👍🏻
Vielen lieben Dank für die finanzielle Unterstützung und das gute Feedback! Das hilft sehr! Einen schönen Tag noch!
What a nice arrival! Great landing and, as always, a great video!
Thank you so much for the friendly words! Have a great day!
Always a joy to watch, Captain!
Thank you. Have a nice day!
Really nice video once again captain! please continue to upload them. I learn a ton from them each time! Excited to get my type rating at the end of this year!
That's great to hear! Thanks for the good feedback and all the best for your typeating! I hope to see you soon on the flight deck.
Lovely to see how you managed that high energy state during the descent & approach.
Such a pleasure to watch your videos. High level of profesional work you do with sharing charts at the right time, instruments and pilot view. Almost perfect. Looking foward the next one. cannot wait. thx so much :)
Thanks for watching and the helpful feedback! Have a nice day!
Highly addictive channel 😀 Keep up the amazing work! Well done!
Thanks for watching and your great feedback! Have a nice day!
Wieder ein sehr gutes Video zum Anflug auf Krakau in Polen beim Zusehen wie Sie durch die Wolken fliegen hat man ein bisschen mulmiges Gefühl Lieben Dank für das Video
Vielen lieben Dank fürs Anschauen und das persönliche Feedback! Einen schönen Tag noch!
Das ist schon richtig zum Samstagmorgen-Ritual geworden, erstmal ein neues Video von dir zu schauen 😄Wie immer super cooles Video!
Das freut mich sehr! Vielen Dank fürs regelmäßige Zuschauen und noch einen schönes Wochenende!
Hello Cpt.
Another great approach video from Krakow.
I am enthusiastic about your crew management and the briefing before the approach. 😀👌
The approach was very short.
I liked how you regulate the speed management during the approach. 💎
The view of Kraków from the cockpit during the approach was impressive.
Another very nice and well made video.
Thank you for taking the time to make such great videos for us! 🏆
With this in mind, I wish you and your crew a nice week.
Greetings from Styria 🤗
Werner
Hello Werner, thanks for the great and detailed feedback! All the best to you! Many greetings to Styria!
Awesome approach great landing another great video
Thanks for your good feedback! Have a nice day!
Awesome video, as always! I love everything you put on the screen.. I watch a lot of it several times to see different things.
It's always a pleasure to see such incredible views and learn some things along the way!
Thank you very much for the kind words and the great feedback! Have a nice day!
thank you captain stefan for the upload as always. it was a really wonderful approach.
Thanks for watching and your great feedback! Have a good day!
What a nice detail, watching the needle on the ND when passing the VOR on the left at 20:05
You are right. Thanks for sharing your detailed observation! Have a great day!
Yes, we see the VOR transmitter on the left and the needle movement as we pass the transmitter.
Great video as always Captain. Very clear and good views especially in 4K. 😊
Thanks for your good feedback! Have a nice day!
Nice approach and I liked the method of using speed to dump altitude - takes me back to my time in gliders 😄
Thanks! Using a higher speed to dump altitude is a great method. It reduces the flight time and may save some fuel in comparison to the extension of speedbrakes, flaps or even the landing gear.
My dream is to become a pilot but I think it is not possible due to the costs. So thank you for these insights about the pilot job. Great videos✈️
Thanks for watching and for sharing your personal situation! I wish you that your dream sometime becomes true! All the best to you@
Da haben sie mich überrascht mit Kraków. Wie immer Klasse! Dziękuje
Vielen Dank fürs super Feedback! Einen schönen Tag noch!
Outstanding approach from the co-pilot! Great video!
I agree! He did a wonderful job!
Always a pleasure to see a new video from you!
Thanks for the great feedback and for subscribing to my channel! Have a nice day!
Right on the markers! Great job.
Thanks for watching! Have a wonderful day!
Awesome video. Captain has a great attitude!
Thank you very much for your kind words! Have a wonderful day!
Another great upload! Thank you captain. :)
Thanks for watching and your friendly words! Have a great day!
As usuall smooth approach and obviously eagarly waiting for your next video captain sir❤❤❤.....Salute captain sir ✈️👨🏻✈️❤️
Thanks for being a regular viewer! Have a good day!
Finally landing in my country!! Epic as always!! :)
Thank you! Greetings to Poland!
Such a great and informative channel, hats off to you!
Thanks for the good feedback! Please tell everybody about the channel! Thanks in advance!
Great movie, like always Captain! I hope You will land in my city EPKT one day! 😊
Thanks! It all depends on my duty schedule. And this is always a new surprise. When I fly next to EPKT I try to record a video. I promise. It may take a while. Please stay tuned. Greetings to Katowice!
Great landing! Welcome in my country! Alles Gute.
Vielen Dank! Best greetings to Poland! Have a great day!
Mal wieder ein sehr schönes Video, vielen vielen Dank für die ganze Mühe die du immer in deine Videos steckst👍 Ich hätte mal eine Frage: Redet ihr im Cockpit nur für das Video auf Englisch oder macht ihr sonst bspw. das Depature Briefing auch auf Englisch?
Wir dürfen sowohl die englische als auch die deutsche Sprache benutzen. Das gilt immer dann, wenn beide Deutsch und Englisch sprechen. Alle Handbücher sind in englischer Sprache verfasst.
Another great video . Please can you explain why the time between selecting flaps 3 & 4 is always very short. Thanks
Every approach is different. In general, 3 and full are both approved landing configurations. The difference is not that much. So, after extending the landing gear at about 1600 to 2100 feet above the airport, we usually extend the remaining flaps very soon to reach our landing configuration at 1000 feet.
@@ApproachandDepartureVideos Thankyou for the clarification
Excellent stuff as always. Good to see a faster approach and how the Airbus will slow when asked to make the 1000 feet point.
Keith, Thanks for watching and your great feedback! Have a nice day!
I'm on vacation right now before school break i come back on Monday i have break on 14th I'm in Denmark right now since I'm from Gothenburg its close by and my uncles and cousins lives here but great landing mate
Thanks for watching and for sharing your personal travel story. Have a great vacation!
@@ApproachandDepartureVideos thank you
@@ApproachandDepartureVideos do you guys have discord?
Great professional video as always - thank you for all of your time and effort making these videos, which are very enjoyable and interesting to watch. Would you consider making a video from the simulator to show non-normal operations?
Thanks for watching and your feedback! Yes, I thought already about doing videos of non normal operations in the simulator. It may be possible, but will take some more time. Please stay tuned. Have a nice day,!
Very nice landing . Buona giornata
Thanks for watching! Best greetings to bella Italia!
Hello captain and thanks for the passion you put into these videos. I was wondering whether the decision to perform the approach with or without the Auto-thrust is just up to the pilot flying preference at the moment or if it may be influenced by other conditions, thanks again
Thanks for watching and your question. The pilot flying decides about autothrust or manual thrust. She or he can do this in the last moment. Airbus recommends to switch off the autothrust latest at 1000 feet above the runway if a landing with manual thrust will be performed. And CAT 3 approaches have to be done with autothrust.
Thanks for the response Captain
OFFUK is one of the best waypoints in EU :)
It is a very funny name for a waypoint.
Mega Video !
Das freut mich! Danke!!!!
Very nice approach very good landing of course save fuel.
Thanks for watching and your feedback! I agree, the First Officer did a great job. Have a good day!
This is awesome. Can you upload more IAE takeoffs?
Thanks for watching and your good feedback! The duty schedule is always a surprise. A320 ceo, A320 neo, A319 IAE, A319 CFM ..... There will be - for sure - IAE takeoffs coming. It may just take some time.
Greetings from Krakow city! :)
Thanks! Best greetings to Krakow!
Awesome as usual Captain SB. Could we possibly have an approach with lots of turbulence, or some unusual event? Thanks again
Thanks for watching and your great feedback! I will keep your request in mind. But: Lots of turbulence is very rare. The same is true for unusual events. Have a nice day!
Hello capt! I would like to know why the horizontal FD bar in your PFD started flashing for a few seconds 7:00. Is that because of the changeover to local QNH? If yes, why did Airbus implemented that? Wonderful flight and video!! :D
Good question. Hopefully someone can answer it.
Very nice video, thank you! May I ask you, what was the reason of gear was extending before flaps 2 not after flaps 2?
Thanks for the good feedback and the question. At that point, we were a little fast for flaps 2. But we had to do something to slow the plane down to meet later the 1000 feet gate. So gear down was the right tool to get that all achieved.
@@ApproachandDepartureVideos Thank you for your answer, sir! :) That case the speed brakes would too effective?
@@zoltansebestyen2135 The speed brakes were used in addition.
Great video as usual! Can you explain why you switch to manual thrust later on instead of leaving the levers in the CL detent?
Thanks for watching and for your question! The pilot flying decided to fly the final approach with autothrust off. So he had to move the thrust levers out of the climb detend and adjusted the thrust manually to the required value. The decision is done by the pilot flying. We have to be able to fly with autothrust on and with autothrust off. So it is a good idea to do both options on a regular basis.
Thank You. Subscribtion is checked. Would like to see HER Heraklion and ATH Athens please
Thanks for watching and for subscribing! For the time being, I can only offer you an older (1 camera view) Athens video: ruclips.net/video/-Czpm9zRO5o/видео.html and a different style Heraklion video which I published a while ago. The Heraklion-link is here: ruclips.net/video/Nkud0VNvLqA/видео.html
As soon as I am scheduled again to theses airports, I try to make new videos with instruments, charts ... As always: It may take a while. Please stay tuned. Have a nice day!
Gibt es auch mal ein Münster/Osnabrück Video?;)
Bisher noch nicht. Aber das nächste Mal, wenn ich Münster / Osnabrück im Dienstplan habe, nehme ich die Kameras mit. Das kann aber - wie immer - dauern, denn der Dienstplan ist immer eine Überraschung und es gibt sehr viele mögliche Ziele.
These baby-Airbus machines seem like little fighter-jets, especially the NEOs. Do you ever find yourself saying "pew pew - missle launch" pressing the talk button Stefan?? :)
This are interesting thoughts. I never had the idea that the push to talk button could be the missile launch button.
Where do you see if you're high/low on the profile? Or do you have to calc track miles vs altitude?
Good question! In general, I calculate in my brain remaining altitude to get rid of until landing versus remaining distance to expect. The Airbus does also such a computation and shows the result on the progress page of the MCDU. Also, there is a small green dot which is visible on the left of the altitude tape of the PFD. With the newest software update, there is also a numeric value visible near the dot. This shows the deviation. The shown deviation is based on the entered routing and winds. If the flown routing will be shorter or longer or the wind is different, the deviation indication is wrong. During the final approach, we use the glideslope of the ILS or the vertical deviation indicator for non precision approaches
Great video as usual. Thank you for sharing. What's the Captain's name?
Thanks for the friendly feedback! The name of the Captain is Stefan.
@@ApproachandDepartureVideos Danke!!!
A bit poor energy management for fo. Captain reminded him to get configured. Also after gs interception it is not worth extending speedbrake. Late stabilized overall.
The overall goal is to be established at 1000 feet above the runway elevation during a standard instrument approach. Some approaches are flown a little faster, some slower. This video shows that he was established exactly on the dot. And it shows that it is possible to slow the plane down during descent over a very short distance, even when being a little faster than usual. Besides the 1000 feet gate, there are no other gates on the ILS. Sure, most of our approaches are configured earlier and intercept the glideslope with flaps 1 and S-Speed or less. Nevertheless, this was a safe approach. It won’t get safer when established before the 1000 feet gate. The speedbrakes helped him slowing down. They were for sure needed due to the energy level.
I might have understood, did you say parking brake released when the chocks were on?
Yes, as soon as the chocks are in place we release (switch off) the parking brake. This is important for cooling and a long carbon brake life.
I believe new EASA rules allow 500ft as a lower limit for stabilised approach - after Ryanair's request to change it from 1000ft.
Could you please explain the Vls set-up and the need for corrections before landing checklist?
There is a VLS displayed on the PFD which is based on aerodynamic data (AOA ....) and the CG location. The other VLS is showm on the MCDU. This is based on the weight from the loadsheet and the current fuel. If the VLS on the PFD is higher, we add the difference to the approach speed in the MCDU.
@@ApproachandDepartureVideos Thank you kindly!
Can someone explain me how such a big aircraft follows the yellow lines? How do the turn on the ground.
We have a nosewheel steering system. To steer the nosewheel, we use the rudder pedals or a steeringwheel, which is called tiller. If we move the tiller for example to the right or if we press the right rudder pedal, the nosewheel is turned hydraulically and the plane moves to the right.
@@ApproachandDepartureVideos Aaah that makes sense. Always wondered how to plane
could turn with 4hands in the air
16:25 der Griff an die Armlehne. Leicht nervös bei der Landung vom FO. Wie meine Mutter wenn sie bei mir Beifahrerin ist😆
Das stimmt nicht ganz. Es gab hier keinen Grund für Nervosität. Meine Hand kommt immer kurz vor dem Aufsetzen dahin, wenn ich pilot monitoring bin. Das sieht man auch in anderen Videos.
13:52... left side - 7 building towers...that's my apartment..
Thanks for watching and your personal feedback! Many greetings to Krakow!
You say VLS is showing as 140 on the MCDU but in PFD is slightly higher. Are the 2 computed independently and what would cause a difference?
There is a VLS displayed on the PFD which is based on aerodynamic data (AOA ....) and the CG location. The other VLS is shown on the MCDU. This is based on the weight from the loadsheet and the current fuel. If the VLS on the PFD is higher, we add the difference to the approach speed in the MCDU.
@@ApproachandDepartureVideos ok that’s good for redundancy I guess….but why is it different? Does that suggest the plane is slightly heavier or different CG than calculated maybe? Maybe not much as I am aware of the warning that appears if 7 tonnes difference is detected.
@@tomstravels520 Good thoughts! It will be different if the plane is heavier than in the loadsheet. But it also would be different if the entered CG is wrong or the AOA sensors are not 100 % accurate. Airbus says that the VLS check is not required and the loadsheet plus fuel may be more accurate than the weight from the FAC, calculated on basis of aerodynamic data. But we are on the safe side with the check and may detect a loadsheet error.
@@ApproachandDepartureVideos I guess if it was an AOA error than that pilots VLS and other FAC computed speeds would be slightly different to FO’s as well
Is it a requirement to speak German in order to work for airlines such as Eurowings? Beautiful approach and nice landing tho
Thanks for watching and the good feedback! All manuals are published in English. As far as I know, most airlines require their pilots that besides English they have some level of knowledge of the language which is spoken in the country they are based. Details are usually published in the job offerings for pilots.
That waypoint OFFUK 😂
Interesting name for a waypoint.