Habe gerade den neuen TV-Spot von EW im TV gesehen. Eure Filme sind klar die beste Werbung für die Airline. 😉 Nicht mehr zu toppen! Immer wieder Danke fürs Teilen.
Das freut mich sehr! Vielen Dank fürs tolle Feedback! Bitte allen vom RUclips Kanal und den Cockpit Videos erzählen! Herzlichen Dank vorab für die Unterstützung! Einen schönen Tag noch!
I love your videos, nice to see my local airport being featured here, and yes... the long taxi from T2 in BCN is dreadful, only in the early mornings when they are landing on RWY02, you are allowed to cross 06L/24R (at least that is what happenned to me when I flew to MLA at 5am). Don´t know exactly why AENA does not allow to cross 06L/24R and get a shortcut saving considerable amounts of fuel. I am a big fan of the Airbuses, and it´s the only plane I fly on MSFS, amazing to see how much of the procedures seen here, can be applied on MSFS, simming has gotten to a whole new level. Thanks for the content!
Thanks for sharing your good and detailed feedback! I assume that the crossing may be not granted for safety reasons. I was allowed to do it a while ago. Maybe somebody from Barcelona ground ops or ATC reads this and can provide more information about it. Have a nice day and lots of fun with your simulator!
@@Ilfabbio I like to hear that! Thanks for watching! And please: Tell everybody about my channel. Thak you so much in advance for your support! Have a nice day!
At minute 12:14, after the "brake check," a sort of white smoke starts to appear, right at the lower-right corner of the screen, next to the right elbow of the co-pilot or first officer. Is that smoke due to the recent brake check, or is it related to cabin pressurization? I’d like to know the reason behind that smoke, as I assume it’s something normal, but after years of watching videos-especially from this channel-and playing flight simulators, I had never noticed that smoke. Thank you so much, and great video as always. Greetings once again from Pollença, Mallorca!
Thanks for watching and your very comprehensive feedback! The white smoke is caused by condensation near the air conditioning outlets. This is visible in several of my videos. You usually see it on the ground in hot and humid conditions. Sometimes, it is coming through all the outlets in the cabin. This can look very scary but does not matter at all. It just shows that the air-conditioning is working fine. Many greetings to Mallorca Island.
For some time I hoped to see Barcelona takeoff with taxi on the channel and you delivered. :) I did find long taxi quite interesting. I didn't know there are 3 ground frequencies for 24L, but now it does make sense. I guess first one is for Terminal 2 area, second for Terminal 1 area and third for non Terminals zone. I think this is probably the only time on channel there are that many ground frequencies for taxi, there was video on Heatrow, but I think it had two.
Thanks for watching and for sharing your feedback! 3 ground frequencies are very unique. But due to the size of the airport, I understand that 3 frequencies are required to enable the controllers to have a good overview of the ground operations. Munich for example has 2 ground frequencies plus apron frequencies. But you usually only need one ground frequency because one is for the southen runway and the other for the northern runway. The terminals are in the middle. So you only need Apron control, 1 ground frequency and tower for arrival or departure. I do not remember Heathrow. On the channel are a few Heathrow departure videos available. I have to watch them again to find out.
Thank you very much for watching and for your great feedback! Please tell everybody about the channel! Thanks in advance for your support and have a nice day!
Thank you very much for your video of the long way to RWY 24L, this is my city airport and I usually go there to photograph as a spotter. Greetings and good flights.
Thanks for watching and for sharing your good feedback! Being a pilot is a very nice profession. Usually everybody in the cockpit is in a very good mood because he or she loves to to the job. I wish you all the best on your career path into the cockpit!
@@ApproachandDepartureVideos Yeah thank you very much! As every proffession I think it has both sides but in the beggining only possitives are more in sight and its very important to be realistic and with foot on the ground 😀
I find those airport charts so baffling! Seems over-complicated to me. If it weren't for the physical taxiway guides on the ground I'd find it impossible to navigate that airport unless I got plenty of practise there. Lovely video
Thanks for watching and for your financial support of the channel as a member! The airports try to make the navigation on the ground as easy as possible. There are even international standards how to name the complex taxiway system in a good standardized manner. The charts just reproduce whatever we find at the airport. Due to the zoom function of the chart application, it is easy to use. But sometimes it takes a moment until we find the cleared routing on the charts. At Barcelona airport, they publish even taxi routings on the charts which are used most of the time. But you are right, it takes a good amount of training and experience to become comfortable with all this.
Thanks for watching and for sharing your observation! We always have to be very careful about the clearance of our wings. Even if ground control or the marshaller is telling us that it is ok, we have to double check and if we think that it does not fit, we have to hold the position or steer somehow away. Many greetings to Singapore!
@@IEpixXxI Thanks! Yes, I also fly the 320 NEO and 321 NEO sometimes. There are a few videos here on the channel Maybe I should make a dedicated NEO playlist.
Yes, somebody is talking on the guard frequency. We monitor the guard frequency whenever we do not need the second radio for other things like listening to the ATIS or so.
@@ApproachandDepartureVideos I don't know for sure because it's hard to understand, but if I'm correct, what they are saying is not very polite🤣 I love your videos! You guys really make me wish I was younger so that I could take that career path. I will probably end up getting the PPL and a Cherokee or similar at some point though. Please keep making these videos, you guys rock!
Grundsätzlich schon. Allerdings ist der Flug nach Alicante sehr lange. Eventuell wird es dann eher nur der An- und Abflug aus Alicante. Ich behalte den Wunsch aber mal im Hinterkopf und schaue mal was geht, wenn ich das nächste Mal nach Alicante fliege. Das kann allerdings noch etwas dauern. Einen schönen Tag noch!
Why did the autoflight system keep the vertical profile mode in „SRS“ even after you reduced to CLB? It usually goes to „THR CLB + CLB“ in most videos I see so I am very curious what the Airbus logic says here. Danke für das Video!
Not a type-rated pilot, but fly the A320 in MSFS. Thrust reduction and acceleration altitudes are often the same, but can be be different. THR CLB prompt will appear at the thrust reduction altitude, SRS will change to CLB at the acceleration altitude. I have only watched portions of this video so far and don't see the performance figures shown on screen as they sometimes are. Look out for the THR RED/ACC figures next time.
Here, the thrust reduction altitude was set to 1000 and the acceleration altitude to 3000 feet to meet the altitude constraint in the departue routing. Usually, we set it to 1000 feet. This was the reason for the difference to the other videos.
Stunning video! How much fuel have you used for the long taxi? Why is there a procedure which allows only the captain to taxi at Eurowings/LH Group, despite the FO is the pilot flying? Have a lot of safe flights.
Thanks for watching and your great feedback! Also thanks a lot for your financial support of the channel as a member! The airlines usually do operational risk evaluations of all procedures which are implemented by the airplane manufacturer. As the result, procedures may be changed, not adopted or limitations may be more strict than what the manufacturer allows. In regard to the taxiing of the airplane on the ground, some airlines allow the first officers to do it if they are pilot flying. Others not. Here, the airline does not follow the Airbus procedures and restricts the taxiing of the airplane on the ground to captain only, even if the first officer is pilot flying.
Hallihallo :) Vielen Dank mal wieder für das sehr unterhaltsame Video. Ist es eigentlich so, das Break Max immer eingestellt wird für einen möglichen Startabbruch oder hängt es normalerweise auch von der Länge der Runway ab? Viele Grüße aus dem schönen Aschaffenburg und natürlich happy landings :)
Gute Frage! Standard ist hier, dass wir immer autobrake MAX für einen möglichen Startabbruch wählen. Das ist die Basis für die Kalkulation. Für MED gibt es keine Daten. In den meisten Fällen würde es wohl auch nicht reichen. Der Startabbruch beginnt somit immer mit Autobrake MAX. Bei langen Runways oder einem Startabbruch bei niedriger Geschwindigkeit können wir jedoch sehr zeitnah das automatische Bremsen durch manuelles Bremsen beenden und so bremsen, dass wir die ganze Bahn aiusnutzen. Das verhindert sehr heiße Bremsen und das Abblasen der Thermal Plugs an den Reifen. Viele Grüße nach Aschaffenburg!
Hello Captain, i have a curious question. Last week in the UK we had a storm and some landings looked tricky. My question is would Auto land be turned off and the pilot in control do the landing manually?
Good question! Autoland is usually nothing for stormy weather. It is exclusively used in foggy conditions with very low clouds or restricted visibility. Autoland has very low wind limitations and autoland needs a protected ILS signal from the airport. This is only guaranteed in foggy weather or when the clouds are low. In stormy weather, we have to do a manual landing.
Der Eindruck entsteht tatsächlich. Das finde ich auch. Hier war dann der Flug am Ende doch noch länger als die Rollzeit. Es kann aber durchaus vorkommen, dass man länger rollt und wartet als fliegt. In London ist das möglich. Da rollt man 40 Minuten oder so und fliegt dann auch nicht viel länger als 40 Minuten bis nach Düsseldorf.
In Denver war ich mal einige Wochen stationiert. Ein interessanter Flughafen. Da konnte man auch mit dem Flugzeug unter! einer Brücke rollen, die 2 Terminals verbindet. Da der Airbus dort nur knapp drunter her passte, durften wir diesen Weg allerdings nicht nutzen. Man hatte Angst, dass das Flugzeug ausfedert und dann gegen die Brücke stößt.
The pilot flying decides when he or she wants to switch on the autopilot. Minimum engagement altitude is 100 feet above the runway and 5 seconds after liftoff. It must be latest turned on when flying into RVSM airspace. This is at 29000 feet or higher.
Another Excellent Video sir. I am learning so much from your flights for my Virtual Airbus session on MSFS 2020. May i ask sir, why do Captains always Taxi, and not FO? Also any chance of setting up a Camera on your MCDU, so i can follow your inputs. Thank you again.
Thanks! The airline decides on the basis of an operational risk evaluation who is allowed to taxi the airplane. Some airlines follow the Airbus SOP that the pilot flying is taxiing the airplane. Other airlines allow only captains to taxi the airplane, even if they are pilot monitoring during the flight. If possible, I always try to show the MCDU. On the channel, you can find several newer videos which show even the MCDU during full flights. One example is this flight: ruclips.net/video/8GwEzS78e4E/видео.html
Wie immer ein tolles Video. Wo findet man die Engine out procedures? Ich konnte auf den Lido-Charts für LEBL nichts finden. Sind das Company rules oder stehen die im OM des Airbuses?
Gute Frage! Die Engine Out Procedures werden nur im Takeoff Performance Modul und im Landing Performance Modul von Fly Smart angezeigt. Die Daten dazu kommen - glaube ich- von der Airline bzw. Von Lido. In den Karten findet man dazu nichts.
Never knew that Eurowings (and many other full-service airlines) is at the T2 in Barcelona. I always thought that T2 was only for low-cost airlines. Nice video as always!
Thanks for watching and for sharing your good feedback! I have no idea why which terminal at BCN airport is used and how the airport matches the airlines with the terminals. . For terminal 2, taxiing is very short after landing, but may be very long for departure.
Thanks for watching and your financial support of the channel as a member! Yes, you see condensation. This is also sometimes visible at the cabin air outlets during our boarding process.
Thanks Captain for your video as usual. Could you explain me how you mantain the speed in magenta when you fly by hand with the stick at departure? I try on simulator but it’s hard to mantain 250kt the speed with only the Autothrottle inserted raise and pass the 250kt. Thanks a lot
During the departure, after passing the thrust reduction altitude, the thrust levers are set to climb thrust and we adjust the pitch with the stick to keep the speed at 250 knots. The flight director shows really good where the pitch has to be set to. We are also able to do this without the flight directors. This is just a matter of training.
nice video as always! Just a question about another topic: What do think about the different pilot markets? So like if you compare the sallaries with europe and USA where you can earn 3-4 times more or with emriates for example? I think it is also another pay rate there (so I mean there you get more paid by hours and not more or less a fixed rate....) And is there also a big different in the different LH Group airlines sallery (not speaking about exact numbers more or less like if it is a big different :) ) thx
Interesting question. Every pilot needs to find his or her optimal job. Before doing this, the pilot needs to find out how flexible he or she is. The job near your home may have a low salary, but you may be home every day in the evening. For other jobs, you may need to fly from another airport. Sometimes this may be commutable, sometimes you may need to relocate even to another country.. You also may need a working permission and the correct pilot license for the country. For example, with an EASA ATP, you cannot fly in the USA. You have to do some training and tests before you get the license. Flying cargo planes may also be paid very well. But in some cases you have to do 2 week trips. In addition, the airlines do pilot assessments. If you fail it, you need to find another possible employer.
Thanks for your good feedback! I assume that ATC did not allow the runway crossing because of safety concerns. Before this flight, I had not been to Barcelona for a long time. I remember that the runway crossing was possible in the past. I do not know if it just was not possible due to the stream of arriving airplanes on this day or if it is in general not possible any more. Have a nice day!
Thanks for watching and for sharing your comment! I do not like the long waiting times at all. But as a pilot, I have to accept it. Switching between high and low attention levels is no problem.
Lieben Dank für das Video wie immer brillant das Taxiing war sehr lang hätten Sie eine Rundfahrt machen können Lieben Dank für das Mitnehmen Grüße aus Neuss
Hallo Captain! Thank you for the video! I think I saw this FO two times and both times his rotation was VERY slow. Why? Is he afraid of tailstrike so much? What is the max tire speed? Thanks
During this video, the FO is pilot monitoring and the rotation is done by me as the pilot flying. The initial rotation rate shall be about 3 degrees per second and not more (to avoid tailstrikes). If you use a stopwatch, you will see that the rotation rate up to 10 degrees of pitch is almost exactly 3 degrees per second. The rotation of the first officer is visible on this video of a flight from Prague to Düsseldorf ruclips.net/video/8GwEzS78e4E/видео.html You will also see a rotation rate of about 3 degrees per second up to 10 degrees of pitch. Max tire speed is 195 knots. We have to rotate the Airbus carefully because of the tailstrike risk. The A321 provides the smallest clearance at the tail during the rotation, if we compare to the A319 and the A320. A rate of more than 3 degrees is not good.
Epic Video Epic Editing. I fly in the sim so some practical things, I have no knowledge of and would love to learn here. I wanted to know how you speak with the ground. I have seen multiple videos on your channel and I never see you use PTT(Push To Talk) while speaking to the Ground Crew. Can they hear everything you say and the choose to respond only when you say "Cockpit to Ground" or Am I Missing Something 🤔
When the interphone is on, both pilots and everybody else who is plugged into the cockpit interphone system can hear each other in the headsets. This includes the ground crew during the pushback. We also could leave the interphone off instead and use the push to talk button for communication with the ground crew.
I published a video from my last Hurghada flight. This was a while ago. As soon as I am scheduled again to Hurghada, I will try to record another video. It may take a while. Please stay tuned.
Thanks for your good feedback and your financial support of the channel as a member! The taxi time always depends on the airport size, our parking position and the runway in use. Here, it was even much longer than needed because ATC did not want us to cross the landing runway due to local safety regulations. Our preflight fuel calculation for the taxi out is based on the certain airport. It takes into account if we have to expect a long taxi time.
Thaks for watching and for your good feedback! The decision who is allowed to taxi the airplane is done by the individual airline on the basis of operational risk evaluations. Some airlines use the Airbus standard that the pilot flying is taxiing the airplane, others limit the taxiing to captains only, even if he or she is pilot monitoring during the flight.
Yes. As long as Tower does not allow to cross the active landing runway. In the past, it was possible. But my understanding is that they do not allow it anymore for safety reasons.
Usually, we use 1000 feet above the airport. If the local regulations require something different, we use that. Also, if we need something different for performance reasons, we use it. Here we used a higher acceleration altitude due to the altitude constraint in the delarture routing.
frankreich ist da sehr eigen , auch auf'n boden sobald die grenze überschritten ist hört man nur französisch ...english nur wenn es absolut notwendig erscheint
I find it difficult to navigate on our sometimes confusing roads and watching your video's leaves me equally baffled when you show us the layout of the airport and (to me) Barcelona looked particularly complex. Artificial intelligence has been in the news a lot recently and whilst watching your video it made me think. Might there ever be a day when an aircraft will be controlled by the computer from boarding and taxying, to take off then landing and finally navigating to stop? Your aircraft already has a lot of compuerisation now but I wonder how far it might go? What do you think? Thank you for another fine video and all the best.
First of all, thanks a lot for your financial support of the channel as a member! The taxi chart looks a little difficult. But the taxiways are named on the basis of a worldwide standard pattern. This makes it easier to understand. Airplanes which will be controlled automatically from the boarding at the departure airport to the deboarding at the destination will hopefully be something which is far away from now. I believe that it is not the best idea. There are so many things which may happen and may not be solved by an artificial intelligence. Sure, more assistance to the pilots is always helpful. But the elimination of the pilots will be not a good idea. This is just my opinion.
@@ApproachandDepartureVideos I do agree totally I confess to being concerned about the future for my Grandchildren, they have totally embraced all things AI and I dare not think of how it could all go wrong.
I guess this has two reasons: 1) Both engines shall be started as long as the ground staff is still present, so that the condition of the idling engines / normal engine start without apparent issues can be checked. 2) Both engines must warm up to a certain extent before being set to take-off thrust in order to prevent them from excessive wear.
Good question! In general, it is possible to do single engine taxi out with an Airbus A320. Airbus provides a procedure for this. Right now, we only use the single engine taxi-in procedure.
That's a good point. Taxiing uses about 6 kg of fuel per minute and engine. So even if taxiing for 30 minutes on one engine, the imbalance would be just 180 kg. This would not really matter.
Please make sure to watch also my full flight videos: ruclips.net/p/PLa2FUXnb0gRDxTwj--G07ivQQ80pe2eG4
19 minutes of taxiing. You should get 'Pendlerpauschale' for this. 😂
That would be a great idea!
Habe gerade den neuen TV-Spot von EW im TV gesehen.
Eure Filme sind klar die beste Werbung für die Airline. 😉 Nicht mehr zu toppen! Immer wieder Danke fürs Teilen.
Das freut mich sehr! Vielen Dank fürs tolle Feedback! Bitte allen vom RUclips Kanal und den Cockpit Videos erzählen! Herzlichen Dank vorab für die Unterstützung! Einen schönen Tag noch!
Love the captain energy. It was funny how he asked the FO to request crossing rwy24R via E7 😂
Thanks a lot for your interesting feedback! Have a nice day!
I love your videos, nice to see my local airport being featured here, and yes... the long taxi from T2 in BCN is dreadful, only in the early mornings when they are landing on RWY02, you are allowed to cross 06L/24R (at least that is what happenned to me when I flew to MLA at 5am). Don´t know exactly why AENA does not allow to cross 06L/24R and get a shortcut saving considerable amounts of fuel.
I am a big fan of the Airbuses, and it´s the only plane I fly on MSFS, amazing to see how much of the procedures seen here, can be applied on MSFS, simming has gotten to a whole new level.
Thanks for the content!
Thanks for sharing your good and detailed feedback! I assume that the crossing may be not granted for safety reasons. I was allowed to do it a while ago. Maybe somebody from Barcelona ground ops or ATC reads this and can provide more information about it.
Have a nice day and lots of fun with your simulator!
Yes, it's for safety reasons! There are arrivals on RWY 24R. Crossing is only allowed on exceptional cases.
@@paulapulidomartinez9787 Thanks for the clarification!
I always see your beautiful videos continue like this.
@@Ilfabbio I like to hear that! Thanks for watching! And please: Tell everybody about my channel. Thak you so much in advance for your support! Have a nice day!
At minute 12:14, after the "brake check," a sort of white smoke starts to appear, right at the lower-right corner of the screen, next to the right elbow of the co-pilot or first officer. Is that smoke due to the recent brake check, or is it related to cabin pressurization? I’d like to know the reason behind that smoke, as I assume it’s something normal, but after years of watching videos-especially from this channel-and playing flight simulators, I had never noticed that smoke. Thank you so much, and great video as always. Greetings once again from Pollença, Mallorca!
Thanks for watching and your very comprehensive feedback! The white smoke is caused by condensation near the air conditioning outlets. This is visible in several of my videos. You usually see it on the ground in hot and humid conditions. Sometimes, it is coming through all the outlets in the cabin. This can look very scary but does not matter at all. It just shows that the air-conditioning is working fine. Many greetings to Mallorca Island.
For some time I hoped to see Barcelona takeoff with taxi on the channel and you delivered. :)
I did find long taxi quite interesting. I didn't know there are 3 ground frequencies for 24L, but now it does make sense. I guess first one is for Terminal 2 area, second for Terminal 1 area and third for non Terminals zone.
I think this is probably the only time on channel there are that many ground frequencies for taxi, there was video on Heatrow, but I think it had two.
Thanks for watching and for sharing your feedback! 3 ground frequencies are very unique. But due to the size of the airport, I understand that 3 frequencies are required to enable the controllers to have a good overview of the ground operations. Munich for example has 2 ground frequencies plus apron frequencies. But you usually only need one ground frequency because one is for the southen runway and the other for the northern runway. The terminals are in the middle. So you only need Apron control, 1 ground frequency and tower for arrival or departure.
I do not remember Heathrow. On the channel are a few Heathrow departure videos available. I have to watch them again to find out.
@@ApproachandDepartureVideos Thank you very much for your valuable insights and all the fantastic content on the channel!
Fantastic as always!
🇪🇸🛫🌍🛬🇩🇪🧑🏻✈️🧑🏻✈️
Thanks for watching and your great feedback! Have a nice day!
Loved the flight gentilimen great flight as usual ❤
I like to hear that! Thanks for watching!
Tolles Video, danke fürs Mitnehmen 🙂
Vielen Dank fürs gute Feedback und fürs „Mitfliegen“!
Wonderful video thank you so much for the share
Thank you very much for watching and for your great feedback! Please tell everybody about the channel! Thanks in advance for your support and have a nice day!
Wonderful!
Thanks for watching! Have a nice day!
Thank you very much for your video of the long way to RWY 24L, this is my city airport and I usually go there to photograph as a spotter. Greetings and good flights.
Thanks for watching, your good wishes and for sharing your feedback! Many greetings to Barcelona!
Danke für das Video 👍✈️
Vielen Dank fürs Anschauen!
I like all your videos and thinking to try to change my proffession and became a pilot :)
Thanks for watching and for sharing your good feedback! Being a pilot is a very nice profession. Usually everybody in the cockpit is in a very good mood because he or she loves to to the job. I wish you all the best on your career path into the cockpit!
@@ApproachandDepartureVideos Yeah thank you very much! As every proffession I think it has both sides but in the beggining only possitives are more in sight and its very important to be realistic and with foot on the ground 😀
I find those airport charts so baffling! Seems over-complicated to me. If it weren't for the physical taxiway guides on the ground I'd find it impossible to navigate that airport unless I got plenty of practise there.
Lovely video
Thanks for watching and for your financial support of the channel as a member!
The airports try to make the navigation on the ground as easy as possible. There are even international standards how to name the complex taxiway system in a good standardized manner.
The charts just reproduce whatever we find at the airport. Due to the zoom function of the chart application, it is easy to use. But sometimes it takes a moment until we find the cleared routing on the charts. At Barcelona airport, they publish even taxi routings on the charts which are used most of the time. But you are right, it takes a good amount of training and experience to become comfortable with all this.
13:18 funny banter with reference to the Delta A350 incident recently haha. Hello from SIN/WSSS, Captain!
Thanks for watching and for sharing your observation! We always have to be very careful about the clearance of our wings. Even if ground control or the marshaller is telling us that it is ok, we have to double check and if we think that it does not fit, we have to hold the position or steer somehow away. Many greetings to Singapore!
Nice Video as always! Are you also Flying on the NEO sometimes?
@@IEpixXxI Thanks! Yes, I also fly the 320 NEO and 321 NEO sometimes. There are a few videos here on the channel
Maybe I should make a dedicated NEO playlist.
what's the radio chatter you can hear at 26:02 right when you start rolling on the takeoff? is that someone in guard freq?
Yes, somebody is talking on the guard frequency. We monitor the guard frequency whenever we do not need the second radio for other things like listening to the ATIS or so.
@@ApproachandDepartureVideos I don't know for sure because it's hard to understand, but if I'm correct, what they are saying is not very polite🤣
I love your videos! You guys really make me wish I was younger so that I could take that career path. I will probably end up getting the PPL and a Cherokee or similar at some point though. Please keep making these videos, you guys rock!
Flying a Piper, Cirrus, Cessna or so with a PPL also makes lots of fun!
Ist es möglich mal Düsseldorf - Alicante zu sehen?
Grundsätzlich schon. Allerdings ist der Flug nach Alicante sehr lange. Eventuell wird es dann eher nur der An- und Abflug aus Alicante. Ich behalte den Wunsch aber mal im Hinterkopf und schaue mal was geht, wenn ich das nächste Mal nach Alicante fliege. Das kann allerdings noch etwas dauern. Einen schönen Tag noch!
Why did the autoflight system keep the vertical profile mode in „SRS“ even after you reduced to CLB? It usually goes to „THR CLB + CLB“ in most videos I see so I am very curious what the Airbus logic says here.
Danke für das Video!
Not a type-rated pilot, but fly the A320 in MSFS. Thrust reduction and acceleration altitudes are often the same, but can be be different. THR CLB prompt will appear at the thrust reduction altitude, SRS will change to CLB at the acceleration altitude. I have only watched portions of this video so far and don't see the performance figures shown on screen as they sometimes are. Look out for the THR RED/ACC figures next time.
@@SjoramOh yes he set the ACC ALT to 3000‘ manually, that must be why.
Thank you!
Here, the thrust reduction altitude was set to 1000 and the acceleration altitude to 3000 feet to meet the altitude constraint in the departue routing. Usually, we set it to 1000 feet. This was the reason for the difference to the other videos.
@@ApproachandDepartureVideos Got it, thanks for the explanation.
Is the single-engine taxi out procedure not an option for such a long taxi?
In general: Yes. But right now, we only do single engine taxi in and not taxi out. This may change in the near future.
Stunning video! How much fuel have you used for the long taxi? Why is there a procedure which allows only the captain to taxi at Eurowings/LH Group, despite the FO is the pilot flying? Have a lot of safe flights.
Thanks for watching and your great feedback! Also thanks a lot for your financial support of the channel as a member! The airlines usually do operational risk evaluations of all procedures which are implemented by the airplane manufacturer.
As the result, procedures may be changed, not adopted or limitations may be more strict than what the manufacturer allows.
In regard to the taxiing of the airplane on the ground, some airlines allow the first officers to do it if they are pilot flying. Others not. Here, the airline does not follow the Airbus procedures and restricts the taxiing of the airplane on the ground to captain only, even if the first officer is pilot flying.
Kleiner Nachtrag: Was hat es eigentlich mit dem Rauch unten rechts im Bild bei 17:29 auf sich?
Der entsteht durch Kondensation und ist manchmal auch nahe der Lüftungs-Auslässe in der Passagier-Kabine zu sehen.
Climb climb climb 😎check 😄👍
Thanks for watching!
Hallihallo :) Vielen Dank mal wieder für das sehr unterhaltsame Video. Ist es eigentlich so, das Break Max immer eingestellt wird für einen möglichen Startabbruch oder hängt es normalerweise auch von der Länge der Runway ab? Viele Grüße aus dem schönen Aschaffenburg und natürlich happy landings :)
Gute Frage! Standard ist hier, dass wir immer autobrake MAX für einen möglichen Startabbruch wählen. Das ist die Basis für die Kalkulation. Für MED gibt es keine Daten. In den meisten Fällen würde es wohl auch nicht reichen.
Der Startabbruch beginnt somit immer mit Autobrake MAX. Bei langen Runways oder einem Startabbruch bei niedriger Geschwindigkeit können wir jedoch sehr zeitnah das automatische Bremsen durch manuelles Bremsen beenden und so bremsen, dass wir die ganze Bahn aiusnutzen. Das verhindert sehr heiße Bremsen und das Abblasen der Thermal Plugs an den Reifen. Viele Grüße nach Aschaffenburg!
Hello Captain, i have a curious question. Last week in the UK we had a storm and some landings looked tricky. My question is would Auto land be turned off and the pilot in control do the landing manually?
Good question! Autoland is usually nothing for stormy weather. It is exclusively used in foggy conditions with very low clouds or restricted visibility. Autoland has very low wind limitations and autoland needs a protected ILS signal from the airport. This is only guaranteed in foggy weather or when the clouds are low. In stormy weather, we have to do a manual landing.
Sightseeing tour durch Spanien in einem Flugzeug. Ich dachte schon ihr wolltet nach Hause fahren!
Der Eindruck entsteht tatsächlich. Das finde ich auch. Hier war dann der Flug am Ende doch noch länger als die Rollzeit. Es kann aber durchaus vorkommen, dass man länger rollt und wartet als fliegt. In London ist das möglich. Da rollt man 40 Minuten oder so und fliegt dann auch nicht viel länger als 40 Minuten bis nach Düsseldorf.
@@ApproachandDepartureVideos Vielen Dank für die Antwort. Das gleiche ist mir in Denver passiert, wir fuhren und fuhren so richtig tief in die Pampa.
In Denver war ich mal einige Wochen stationiert. Ein interessanter Flughafen. Da konnte man auch mit dem Flugzeug unter! einer Brücke rollen, die 2 Terminals verbindet. Da der Airbus dort nur knapp drunter her passte, durften wir diesen Weg allerdings nicht nutzen. Man hatte Angst, dass das Flugzeug ausfedert und dann gegen die Brücke stößt.
On the way out of Barcelona, at what point do you know you have to put the autopilot on? Do you do the whole exit manually?
The pilot flying decides when he or she wants to switch on the autopilot. Minimum engagement altitude is 100 feet above the runway and 5 seconds after liftoff. It must be latest turned on when flying into RVSM airspace. This is at 29000 feet or higher.
@@ApproachandDepartureVideos Thank you very much for the clarification!!
Another Excellent Video sir. I am learning so much from your flights for my Virtual Airbus session on MSFS 2020. May i ask sir, why do Captains always Taxi, and not FO? Also any chance of setting up a Camera on your MCDU, so i can follow your inputs. Thank you again.
Thanks! The airline decides on the basis of an operational risk evaluation who is allowed to taxi the airplane. Some airlines follow the Airbus SOP that the pilot flying is taxiing the airplane. Other airlines allow only captains to taxi the airplane, even if they are pilot monitoring during the flight.
If possible, I always try to show the MCDU. On the channel, you can find several newer videos which show even the MCDU during full flights. One example is this flight: ruclips.net/video/8GwEzS78e4E/видео.html
Wie immer ein tolles Video. Wo findet man die Engine out procedures? Ich konnte auf den Lido-Charts für LEBL nichts finden. Sind das Company rules oder stehen die im OM des Airbuses?
Gute Frage! Die Engine Out Procedures werden nur im Takeoff Performance Modul und im Landing Performance Modul von Fly Smart angezeigt. Die Daten dazu kommen - glaube ich- von der Airline bzw. Von Lido. In den Karten findet man dazu nichts.
Barcelona, wenn der größte Stress das Rollen ist... :D
Das Rollen ist tatsächlich oftmals komplizierter und herausfordernder als das Fliegen. Insbesondere auf den großen Flughäfen.
Never knew that Eurowings (and many other full-service airlines) is at the T2 in Barcelona. I always thought that T2 was only for low-cost airlines. Nice video as always!
Thanks for watching and for sharing your good feedback! I have no idea why which terminal at BCN airport is used and how the airport matches the airlines with the terminals. . For terminal 2, taxiing is very short after landing, but may be very long for departure.
Eurowings is the low cost arm of Lufthansa Group.
what is that smoke coming from the F/O side during taxi?
Water vapour, its a humidifier I think
Thanks for watching and your financial support of the channel as a member! Yes, you see condensation. This is also sometimes visible at the cabin air outlets during our boarding process.
Thanks Captain for your video as usual. Could you explain me how you mantain the speed in magenta when you fly by hand with the stick at departure? I try on simulator but it’s hard to mantain 250kt the speed with only the Autothrottle inserted raise and pass the 250kt. Thanks a lot
During the departure, after passing the thrust reduction altitude, the thrust levers are set to climb thrust and we adjust the pitch with the stick to keep the speed at 250 knots. The flight director shows really good where the pitch has to be set to. We are also able to do this without the flight directors. This is just a matter of training.
nice video as always!
Just a question about another topic: What do think about the different pilot markets? So like if you compare the sallaries with europe and USA where you can earn 3-4 times more or with emriates for example? I think it is also another pay rate there (so I mean there you get more paid by hours and not more or less a fixed rate....) And is there also a big different in the different LH Group airlines sallery (not speaking about exact numbers more or less like if it is a big different :) )
thx
Interesting question. Every pilot needs to find his or her optimal job. Before doing this, the pilot needs to find out how flexible he or she is. The job near your home may have a low salary, but you may be home every day in the evening. For other jobs, you may need to fly from another airport. Sometimes this may be commutable, sometimes you may need to relocate even to another country.. You also may need a working permission and the correct pilot license for the country. For example, with an EASA ATP, you cannot fly in the USA. You have to do some training and tests before you get the license. Flying cargo planes may also be paid very well. But in some cases you have to do 2 week trips. In addition, the airlines do pilot assessments. If you fail it, you need to find another possible employer.
Ugh E7 such a disappointment! Great video, thanks!
Thanks for your good feedback! I assume that ATC did not allow the runway crossing because of safety concerns. Before this flight, I had not been to Barcelona for a long time. I remember that the runway crossing was possible in the past. I do not know if it just was not possible due to the stream of arriving airplanes on this day or if it is in general not possible any more. Have a nice day!
it's crazy how pilots have to wait sometimes
😂 It must be exhausting to switch between this level oh high attention to waiting long minutes...
Thanks for watching and for sharing your comment! I do not like the long waiting times at all. But as a pilot, I have to accept it. Switching between high and low attention levels is no problem.
Lieben Dank für das Video wie immer brillant das Taxiing war sehr lang hätten Sie eine Rundfahrt machen können Lieben Dank für das Mitnehmen Grüße aus Neuss
Wir hätten auch sagen können: Herzlich willkommen bei der Barcelona-Flughafen-Rundfahrt. Viele Grüße nach Neuss!
Hallo Captain! Thank you for the video!
I think I saw this FO two times and both times his rotation was VERY slow. Why? Is he afraid of tailstrike so much?
What is the max tire speed?
Thanks
During this video, the FO is pilot monitoring and the rotation is done by me as the pilot flying. The initial rotation rate shall be about 3 degrees per second and not more (to avoid tailstrikes). If you use a stopwatch, you will see that the rotation rate up to 10 degrees of pitch is almost exactly 3 degrees per second. The rotation of the first officer is visible on this video of a flight from Prague to Düsseldorf ruclips.net/video/8GwEzS78e4E/видео.html You will also see a rotation rate of about 3 degrees per second up to 10 degrees of pitch. Max tire speed is 195 knots.
We have to rotate the Airbus carefully because of the tailstrike risk. The A321 provides the smallest clearance at the tail during the rotation, if we compare to the A319 and the A320. A rate of more than 3 degrees is not good.
Epic Video Epic Editing. I fly in the sim so some practical things, I have no knowledge of and would love to learn here. I wanted to know how you speak with the ground. I have seen multiple videos on your channel and I never see you use PTT(Push To Talk) while speaking to the Ground Crew. Can they hear everything you say and the choose to respond only when you say "Cockpit to Ground" or Am I Missing Something 🤔
When the interphone is on, both pilots and everybody else who is plugged into the cockpit interphone system can hear each other in the headsets. This includes the ground crew during the pushback. We also could leave the interphone off instead and use the push to talk button for communication with the ground crew.
Is it possible for another video for hurghada airport😅
I published a video from my last Hurghada flight. This was a while ago. As soon as I am scheduled again to Hurghada, I will try to record another video. It may take a while. Please stay tuned.
Great video 👍 How often do you get a long taxii like this and do you have to factor this into your fuel calculations? Thanks
Thanks for your good feedback and your financial support of the channel as a member! The taxi time always depends on the airport size, our parking position and the runway in use. Here, it was even much longer than needed because ATC did not want us to cross the landing runway due to local safety regulations.
Our preflight fuel calculation for the taxi out is based on the certain airport. It takes into account if we have to expect a long taxi time.
My home airport and my dream job.
Thanks for watching and best greetings to Barcelona!
may i ask why it is always a captains task to taxi? nice video!
Thaks for watching and for your good feedback! The decision who is allowed to taxi the airplane is done by the individual airline on the basis of operational risk evaluations. Some airlines use the Airbus standard that the pilot flying is taxiing the airplane, others limit the taxiing to captains only, even if he or she is pilot monitoring during the flight.
Bcn with wrl config is perfect for single engine Taxy.
That's right. We use only the single engine taxi procedure for taxi-in and not for taxi-out. So we had both engines running on the way to the runway.
Macht das die Piloten offiziell zu Air-Busfahrern? 🤔
Bei der langen Rollstrecke ist das vermutlich die richtige Bezeichnung.
I'm legally blind and love your videos!
All the best to you!
leaving from t2 is always super long
Yes. As long as Tower does not allow to cross the active landing runway. In the past, it was possible. But my understanding is that they do not allow it anymore for safety reasons.
Oh wow, and I thought the frankfurt taxi was long😂... how do yall decide between acceleration height of 1000, 1500, or 3000
Usually, we use 1000 feet above the airport. If the local regulations require something different, we use that. Also, if we need something different for performance reasons, we use it. Here we used a higher acceleration altitude due to the altitude constraint in the delarture routing.
Yep the worst taxi, avoid terminal 2 in BCN... annoying when they have 2 runways!
Yes, it took very long until we reached the runway. But after landing it was only a very short taxiing to our parking position.
Eigentlich braucht ihr gar nicht mehr fliegen, da hättet ihr auch gleich fahren können! 😁😁😁
Den Eindruck hatte ich auch!
frankreich ist da sehr eigen , auch auf'n boden sobald die grenze überschritten ist hört man nur französisch ...english nur wenn es absolut notwendig erscheint
Vielen Dank für das Teilen der persönlichen Erfahrungen!
I find it difficult to navigate on our sometimes confusing roads and watching your video's leaves me equally baffled when you show us the layout of the airport and (to me) Barcelona looked particularly complex. Artificial intelligence has been in the news a lot recently and whilst watching your video it made me think. Might there ever be a day when an aircraft will be controlled by the computer from boarding and taxying, to take off then landing and finally navigating to stop? Your aircraft already has a lot of compuerisation now but I wonder how far it might go? What do you think?
Thank you for another fine video and all the best.
First of all, thanks a lot for your financial support of the channel as a member!
The taxi chart looks a little difficult. But the taxiways are named on the basis of a worldwide standard pattern. This makes it easier to understand.
Airplanes which will be controlled automatically from the boarding at the departure airport to the deboarding at the destination will hopefully be something which is far away from now.
I believe that it is not the best idea. There are so many things which may happen and may not be solved by an artificial intelligence. Sure, more assistance to the pilots is always helpful. But the elimination of the pilots will be not a good idea. This is just my opinion.
@@ApproachandDepartureVideos I do agree totally I confess to being concerned about the future for my Grandchildren, they have totally embraced all things AI and I dare not think of how it could all go wrong.
Why not taxi at one engine to safe some fuel?😉
I guess this has two reasons:
1) Both engines shall be started as long as the ground staff is still present, so that the condition of the idling engines / normal engine start without apparent issues can be checked.
2) Both engines must warm up to a certain extent before being set to take-off thrust in order to prevent them from excessive wear.
Good question! In general, it is possible to do single engine taxi out with an Airbus A320. Airbus provides a procedure for this. Right now, we only use the single engine taxi-in procedure.
@@tsi_mexx6580and to not unbalance fuel weight by burning more in one side than other
That's a good point. Taxiing uses about 6 kg of fuel per minute and engine. So even if taxiing for 30 minutes on one engine, the imbalance would be just 180 kg. This would not really matter.