Thank you so much for the great feedback! Please tell everybody you know who is interested in aviation about my channel! Thanks for your help! Have a nice day!
Your videos make my days better every time! I also learned much from them, especially with all the camera angles and charts given. Thanks for your work captain and have a wonderful day!
Now there's an automated call-out that you never want to hear at altitude.. "ground connected". 😅 Thanks again for doing these videos.. it's a pleasure and a privilege watching you work!
Hello Cpt. A beautiful departure video from Copenhagen. 🤩👌 What I really liked was the recording of the various departure values during the briefing! 🏆 I think it's great, thank you! The very short taxi on Rwy 30 was also very interesting. 😯 I'm looking forward to the next video! With this in mind, I wish you and your crew a nice week! Greetings from Styria 🤗 Werner
The perfect way to start the week, a new cockpit video! If you have time and if you want, could explain what is the difference between "descent" and "open descent", please? Thank you in advance and greetings from Verona (LIPX/VRN)
In „descent“ mode the autopilot descents with a managed descent (for example to reach the next altitude restriction at a certain point). In „open descent“ the autopilot puts the engines on idle and descents with the maximum descent rate possible while ensuring that the selected speed is maintained.
If able captain, I would love to see a video that goes all the way up to cruise altitude and speed, watching the mach climb with altitude is always fun
Thank you for your suggestion! I will keep your request in mind. Maybe there is a possibility to produce such a video. It may take a while. Please stay tuned!
Another great great video!! Thank you for putting the time in these videos Stefan! Lovely to see a departure from a Danish airport, as a Dane myself :-) i hope to see Departure/Arrival from other danish airports, as Billund (EKBI) or Aalborg (EKYT) some day 😎😎
Thanks for the kind feedback! I would love to show more Danish destinations. But - as always - it depends on my duty schedule and the schedule is always a surprise. Have a great day! Best greetings to Denmark!
Ottimo , ottimo. Grazie per il video e buon weekend all the crew. Bravi. PS: Is it the rule for you to engage the autopilot at 10,000 feet of altitude? (Wouldn't it be more practical to insert it first - earlier ?) Thank you for an answer .
Thanks for being a regular viewer of my videos and for your great feedback! The only rule about that is that we have to use the autopilot when we fly in RVSM airspace. This is at 29000 feet or FL290 or higher. The decision when to switch on the autopilot during the departure or when to switch it off during the approach is done by the pilot flying. We must be able to fly the plane with and without autopilot.
Another first class video. Some questions: 1a. what's the technical name for the data input screens (@ 0.11, 1.14, 6.46)? and, 1b. Is there a way of finding a description of all the data input fields, on Google? 3. What's the "tic,tic,tic" sound @17.46. Many thanks.
Thanks for watching and for supporting the channel as a member! Airbus makes it easy, they usually display the name on top of the page. 1:11 is the Init Page, 1:14 is the fuel prediction (or Init next) page, 6:46 shows the takeoff performance page. Airbus delivers the plane with a flight manual and a FCOM, which stands for flight crew operating manual. These books show all the information. I cannot share them, but I do assume that a google search will find you the needed information. The triple click signals a mode reversion of the flight management and guidance system. Please watch at 17:33 and keep an eye on the upper part of the PFD, this is called FMA. At 17:33 we are flying in NAV mode and in managed Climb, shown by CLB. Then we are instructed to fly a heading (left by 15 degrees). We pulled the heading selector to fly the appropriate heading. Because the airplane is not able to fly in CLB mode when a heading is selected, the mode changes automatically to OP CLB. Because the change from CLB to OP CLB was not selected directly by the crew, the flight management system is telling the change via a flashing white box around the OP CLB indication and a triple click.
Good morning Captain and thank you for your latest video which is as usual excellent. I have another question for you please, the answer to which you may think obvious. You and the Co pilot always go through a briefing and debriefing on every flight. This is a really good practice and what I am asking is whether this is your best practice or is it a requirement? Thank you again Sir and all the best.
Thanks for your good feedback! Briefings are normal in commercial aviation. They are very useful. We have to do them to make sure that both pilots have the same mental picture about the upcoming events. But there is more. We also perform together the loadsheet calculation and the resulting takeoff calculation. Complicated approaches, departures or taxi routings are usually discussed in depth before the standard briefing is done. The debriefing helps us to improve. If we have seen something which may be done better the next time, we can address it there.
Thank you very much for another great video. They truly are the best aviation videos I have ever seen, and they showcase your professional collaboration in the cockpit. I hope to fly with you someday. I have one more question: You fly the A319 and A320, but do you also fly the A321? And how do the aircraft differ in terms of the flying experience? I notice that the speeds during takeoff and landing are different. Can you feel the differences in size and weight of the aircraft types while sidestick-flying?
Thanks for watching and for your good feedback! Please tell everybody about the channel! I flew the A321 for a few thousand hours. The same is true for the A319 and A320. The flying characteristics are similar. I like them all very much as they are great airplanes. My personal impression is that the A321 is flying very stable because of the higher weight and the higher approach speeds. A crosswind does not really matter. The A319, especially with a low passenger load, is a little less stable. In regard to the landing, you also have to take into account the different weights. The A319 needs a very late flare. The A321 flare needs to be started earlier for a smooth touchdown and the A320 is somewhere in between. On the other hand, the A319 can easily fly to very short runways. The runways for the A321 must be a little longer.
Yesterday I was still in Copenhagen airport. But my plane (CRJ900ER) SAS to Dusseldorf, from stand B15 near to you, could take the 22R and we took the A2 to the 22R (I saw it from my window in the plane, right side). On the sign of A2 there was 3.600 meter with two crosses. I hoped, that the runway is long enough for the CRJ900ER. It was.
Thanks for watching and your feedback! ATC is already talking to the airplane. We use CPDLC. So clearances are already transmitted to the airplane in writing at some ATC facilities. Depending on the airplane, we can load the transmitted frequency as new frequency in our radio. (Until now) there is no connection between the data ATC sends to us and our flight management system. On the other hand, ATC is for example able to "see" which target altitude we dialed into our FMGS system. Our transponder transmits a certain number of data. For example, we get a clearance from ATC to descent to FL250. We dial 260 into our FCU. After a short while ATC will tell us that we are cleared to 250 and not 260. I assume that this kind of communication will be intensified in the future.
Thank you as always for these videos. I have a question and I hope it's not a silly one! Are you able/trained to use the sidestick with either hand? I notice you always sit on the left and use your left hand on the sidestick. Are you able - for any reason - to swap seats and use your other hand? Is it just a preference?
The right seat is for the First Officer and the left seat is for the Captain. If the First Officer is promoted to a Captain he or she moves to the left seat. Training Captains can fly in both seats because they train Captains and First Officers. Using the stick with the other hand is no problem after a little training in the simulator. Other things which change with the seat are the position of the engine indications. The First Office looks to the left to see them and the Captain has to look to the right.
RWY can only be shown on runways where a localizer transmitter is transmitting. If it is off or not installed, RWY will not be shown and subsequently the yaw bar will not be displayed on the PFD.
Good morning from England loving your video content but would it be possible to have a camera on the instrument panel that shows the engines starting up
Thanks for watching and your suggestion! I would love to show the screen with the engine instruments during startup. But until now, I did not find a good camera position for that. I am very restricted in regard to possible camera locations and in addition, the screens show a good amount of reflection depending on the viewing angle. But I keep working on that and hope to come up with a solution sometime in the future. Have a nice day! Greetings to England!
Very nice as always ! A question : at 17:46, what is actually the meaning of the sound 'bip bip bip' that we hear ? It also comes always at landing just after the AP disconnect alarm... Is it related to the A/THR ? I see here it follows the OP CLB mode engaging ?
That sound indicates the autopilot is changing mode, as you can see you can see with the white boxes on the FMA. Basically, the autopilot saying its going down a level of automation.
The triple click is alarming us that there was a mode change which we did not command. The plane was climbing in CLB mode. Then we were advised by radar to fly a HDG. This changed the lateral mode from NAV to HDG. In HDG, the vertical CLB mode is not available. So the autoflight system changed the vertical mode automatically to OP CLB. This change was not directly commanded by us and only a result of the NAV to HDG change. Subsequently the system is alerting us with the triple click and showing the changed mode with a flashing white box at 17:48 in the FMA window.
@@ApproachandDepartureVideos actually I asked the flight attendant. And well it was a flight inside of Germany. So it was easier communication wise. I just want to tell those who interested in seeing the flight deck: Just ask the flight attendant when you are about to leave.
Another great video. FO said you had 500kg for extra 13 minutes. That doesn't sound like much. How do you predict such small amount or maybe the block fuel has extra?👍👍
Thanks for your good feedback! We had plenty of fuel for the flight. The 13 minutes or 500 kg extra are on top of: The taxi fuel, the trip fuel, a route reserve (on this flight 200 kg), the fuel to an alternate airport along a published (usually long) routing, 30 minutes of final reserve fuel. Details are visible at 01:15 on the fuel prediction page. At 19:07 the pilot monitoring checks again the extra fuel and it showed 800 kg or 23 minutes. The landing at the destination was done with fuel for about 1 hour and 20 minutes of flight time in the tanks.
@@ApproachandDepartureVideos Thankyou for the clarification. Please keep these fantastic videos coming. This has to be the best channel and the cameras on the PFD etc are brilliant. 👍👍
Another great video love the details and hard work you put in . Question please after take off before you call thrust climb and reduce throttle what do you mean when you call “ nav “ is that yourself confirming routing way points are set ? Thank you
Thanks for the good feedback! We call out all the changes of the FMA. The FMA is shown on the upper part of the PFD. During the takeoff roll, NAV was indicated in blue, which means armed. After takeoff, it moved to the upper line and changed the color to green, which stands for active. That means that the flight management system is followimg our pre-programmed routing.
@@RustamShah it depends in the load and the athmospheric conditions. With less passengers it would be higher and with more passengers it would be lower. We could also use some more thrust to get a higher rate.
Good question. This is the relaxed position for the arm and the hand. In addition, he could takeover immediately if needed and the push to talk switch for the radio is mounted to the sidestick.
There is no real definition of heavy. Landing above the maximum landing weight will only be done if it is needed for emergency or technical reasons. For this is a special checklist available and the landing performance with that overweight has to be checked. In all other cases, we would reduce the weight below the maximum landing weight before the landing. We cannot dump fuel, so we have to fly until the weight is below maximum landing weight. Safety is our highest priority. That means we would never neglect or ignore an overweight situation. Overweight starts as soon as we are 1 kg above the maximum landing weight. If we would see during an approach that we may be slightly above maximum landing weight, we would fly a holding pattern or extend the landing gear and/or the flaps early to burn off the fuel and get below maximum landing weight.
I have been there several times. The setup was always like you mentioned. Landing 22L, Takeoff 22R. It is possible to land on 22R. There are published approaches available to 22R. During our takeoff, the ILS 22R was off.
23 extra minutes of fuel.. is that at your destination or your alternate? I've been stuck in holding patterns for a lot longer than 23 minutes.. we flew a holding pattern over Lake Michigan with at least a dozen other planes for over 45 minutes waiting for the weather in Chicago to let us in.
23 Minutes are on top of remaining required trip fuel to the destination, fuel to the alternate on a published (long) routing and 30 minutes holding fuel. We landed at the destination with fuel for a flight time of more than 1 hour 20 minutes in the tanks. Destination was Düsseldorf, weather was good enroute and at the destination. We use in addition detailed historical fuel burn data for the extra fuel planning. If the weather forecast is bad or if we fly to very busy airports like London Heathrow, we take an adequate amount of fuel for the situation. The good thing is that the company calculates the required fuel and the crew analyses everything and takes whatever extra fuel they think is necessary for a safe operation. They do not have to justify or defend their decision. And: We always include an alternate airport in the planning, even if it would not be required by law.
@@ApproachandDepartureVideos Thanks for the explanation! I was wondering because I have sat in a holding pattern for a long time and I see the planes holding when DFW shuts down for a storm. I've fortunately never been diverted. It's interesting at night when they have a bunch in a pattern.. you get to see the same planes going by.
@@crypto1701 If we expect thunderstorms or other types of bad weather, we - for sure - take a good amount of extra fuel to avoid a diversion. This keeps us out of trouble.
@@ApproachandDepartureVideos That makes complete sense.. and something I did not know. Thanks! I've never had a fear of flying but I have known people that were white-knuckled fliers, usually drinking lots of alcohol before boarding. If those people would watch your videos, they'd know how incredibly careful y'all always are.
These are the best aviation vídeos I’ve ever seen. Thank you.
Agreed they are very good!!
No lies detected.
@@thabomabuza7340 rofl
Thank you so much for the great feedback! Please tell everybody you know who is interested in aviation about my channel! Thanks for your help! Have a nice day!
Your videos make my days better every time! I also learned much from them, especially with all the camera angles and charts given.
Thanks for your work captain and have a wonderful day!
Thank you very much for watching and your kind and helpful feedback! Have a great day!
Now there's an automated call-out that you never want to hear at altitude.. "ground connected". 😅
Thanks again for doing these videos.. it's a pleasure and a privilege watching you work!
Thanks for watching and the funny feedback! Have a nice day!
@@ApproachandDepartureVideos Watching your videos always puts me in a good mood!!
Hello Cpt.
A beautiful departure video from Copenhagen. 🤩👌
What I really liked was the recording of the various departure values during the briefing! 🏆
I think it's great, thank you!
The very short taxi on Rwy 30 was also very interesting. 😯
I'm looking forward to the next video!
With this in mind, I wish you and your crew a nice week!
Greetings from Styria 🤗
Werner
Hello Werner,
thanks for watching and the friendly words. All the best to you! Best greetings to Styria!
Always a great start to a Saturday!
Thanks for watching! Have a good weekend!
I love all the cameras on the cockpit, nice takeoff
Also that ISIS is an option to have it like that in the Fenix Simulations A320
Thank you for watching and your good feedback!
As a groundhandler in SGH Copenhagen, its lovely to see how smooth everything is from my colleauges.. Nice video.!!
Yes, you are right! Ground handling does a great job here. Thanks for your good support.
Very very nice as always and hand flying departure to FL100.Thank you Captain.
Thanks for watching and your friendly words!
My Saturday morning is always complete when I have watched your video Captain. Great video as always. I really enjoyed it.
Thanks for the friendly words! It's good to hear that you enjoyed the video! Have a wonderful weekend!
Vielen vielen Dank für diese Videos! Besonders für mich sind sie sehr hilfreich und informativ zumal ich eine Karriere als Pilot anstrebe!
Vielen Dank fürs Anschauen! Viel Erfolg für den Weg zum professionellen Piloten! Einen schönen Tag noch!
@@ApproachandDepartureVideos Danke! Wünsche ich Ihnen auch!
The perfect way to start the week, a new cockpit video! If you have time and if you want, could explain what is the difference between "descent" and "open descent", please? Thank you in advance and greetings from Verona (LIPX/VRN)
In „descent“ mode the autopilot descents with a managed descent (for example to reach the next altitude restriction at a certain point). In „open descent“ the autopilot puts the engines on idle and descents with the maximum descent rate possible while ensuring that the selected speed is maintained.
@@Buny123 Thank you for this explanation, appreciated
Thanks for watching and the good feedback! Your question has already been answered.. Have a nice day!
Happy Saturday, Captain Stefan. Hope you had a wonderful week and thank you as always for the beautiful upload.
Thanks for watching and your good feedback! Have a nice weekend!
Always good to watch these guys
Thanks for watching! Have a great day!
Great Video Captain! Thank you for your effort, i love the departure videos!
Thanks for watching and your good feedback! Have a nice day!
Yet another stellar video! Thank you, Captain!
Thanks for your good feedback!
If able captain, I would love to see a video that goes all the way up to cruise altitude and speed, watching the mach climb with altitude is always fun
Thank you for your suggestion! I will keep your request in mind. Maybe there is a possibility to produce such a video. It may take a while. Please stay tuned!
As always a superb video, in particular that you don't cut full briefings.
Thanks for watching and the helpful feedback!
just always I said best video ever ❤❤❤❤❤.....salute captain✈️👨🏻✈️
Thanks for the kind words! Please continue telling everybody who is interested in aviation about my channel. Thanks for your help! Have a great day!
What a lovely start to my Saturday, thanks for the great video :)
Thanks for watching! Have a nice weekend!
Another great great video!! Thank you for putting the time in these videos Stefan! Lovely to see a departure from a Danish airport, as a Dane myself :-) i hope to see Departure/Arrival from other danish airports, as Billund (EKBI) or Aalborg (EKYT) some day 😎😎
Thanks for the kind feedback! I would love to show more Danish destinations. But - as always - it depends on my duty schedule and the schedule is always a surprise. Have a great day! Best greetings to Denmark!
Ottimo , ottimo. Grazie per il video e buon weekend all the crew. Bravi.
PS: Is it the rule for you to engage the autopilot at 10,000 feet of altitude? (Wouldn't it be more practical to insert it first - earlier ?) Thank you for an answer .
Thanks for being a regular viewer of my videos and for your great feedback! The only rule about that is that we have to use the autopilot when we fly in RVSM airspace. This is at 29000 feet or FL290 or higher. The decision when to switch on the autopilot during the departure or when to switch it off during the approach is done by the pilot flying. We must be able to fly the plane with and without autopilot.
You get into the air and up to altitude so quickly for such a large plane. I never stop being impressed. Love your videos 👍
Thanks 👍 I agree, the vertical speed of such a large airplane is really impressive. Have a nice day!
Awesome video, as always. Thank you!!!
Thanks for your good feedback!
Another first class video. Some questions: 1a. what's the technical name for the data input screens (@ 0.11, 1.14, 6.46)? and, 1b. Is there a way of finding a description of all the data input fields, on Google? 3. What's the "tic,tic,tic" sound @17.46. Many thanks.
Thanks for watching and for supporting the channel as a member! Airbus makes it easy, they usually display the name on top of the page. 1:11 is the Init Page, 1:14 is the fuel prediction (or Init next) page, 6:46 shows the takeoff performance page. Airbus delivers the plane with a flight manual and a FCOM, which stands for flight crew operating manual. These books show all the information. I cannot share them, but I do assume that a google search will find you the needed information. The triple click signals a mode reversion of the flight management and guidance system. Please watch at 17:33 and keep an eye on the upper part of the PFD, this is called FMA. At 17:33 we are flying in NAV mode and in managed Climb, shown by CLB. Then we are instructed to fly a heading (left by 15 degrees). We pulled the heading selector to fly the appropriate heading. Because the airplane is not able to fly in CLB mode when a heading is selected, the mode changes automatically to OP CLB. Because the change from CLB to OP CLB was not selected directly by the crew, the flight management system is telling the change via a flashing white box around the OP CLB indication and a triple click.
@@ApproachandDepartureVideos Thank you for the comprehensive reply - that's much appreciated.
Fantastic as always! I’d love to see you in the simulator dealing with failures etc as a RUclips video would be amazing
Thanks for the suggestion! I hope to come up with something. But it may take a while. Please stay tuned!
I´m glad you wrote "in the simulator" :D
After flying in MSFS , your videos are informative . I talk in my own head the procedure you follow .. Hey ' you get it right every time 🤣
I study the routes on their own maps. And I try to follow their arrangements
It's nice to hear that you like my videos! Have a great day!
Another great video Captain!
👍👍
Thank you very much!
I like the Weiw when flying from cph
Thanks for watching! Have a great day!
Good morning Captain and thank you for your latest video which is as usual excellent. I have another question for you please, the answer to which you may think obvious. You and the Co pilot always go through a briefing and debriefing on every flight. This is a really good practice and what I am asking is whether this is your best practice or is it a requirement?
Thank you again Sir and all the best.
Thanks for your good feedback! Briefings are normal in commercial aviation. They are very useful. We have to do them to make sure that both pilots have the same mental picture about the upcoming events. But there is more. We also perform together the loadsheet calculation and the resulting takeoff calculation. Complicated approaches, departures or taxi routings are usually discussed in depth before the standard briefing is done.
The debriefing helps us to improve. If we have seen something which may be done better the next time, we can address it there.
Great departure and video ❤
Thank you!
Thank you very much for another great video. They truly are the best aviation videos I have ever seen, and they showcase your professional collaboration in the cockpit. I hope to fly with you someday. I have one more question: You fly the A319 and A320, but do you also fly the A321? And how do the aircraft differ in terms of the flying experience? I notice that the speeds during takeoff and landing are different. Can you feel the differences in size and weight of the aircraft types while sidestick-flying?
Right now Eurowings has very few A321, first they got was in June.
Thanks for watching and for your good feedback! Please tell everybody about the channel! I flew the A321 for a few thousand hours. The same is true for the A319 and A320. The flying characteristics are similar. I like them all very much as they are great airplanes. My personal impression is that the A321 is flying very stable because of the higher weight and the higher approach speeds. A crosswind does not really matter. The A319, especially with a low passenger load, is a little less stable. In regard to the landing, you also have to take into account the different weights. The A319 needs a very late flare. The A321 flare needs to be started earlier for a smooth touchdown and the A320 is somewhere in between. On the other hand, the A319 can easily fly to very short runways. The runways for the A321 must be a little longer.
Yesterday I was still in Copenhagen airport. But my plane (CRJ900ER) SAS to Dusseldorf, from stand B15 near to you, could take the 22R and we took the A2 to the 22R (I saw it from my window in the plane, right side). On the sign of A2 there was 3.600 meter with two crosses. I hoped, that the runway is long enough for the CRJ900ER. It was.
Thanks for watching and for sharing your personal experience! Have a nice day!
A further informative video 👍
Thanks for watching and your good feedback!
Great video, as usual. Do you think the day will come when an ATC computer will 'talk' directly to an onboard computer to convey height, heading, etc?
Thanks for watching and your feedback! ATC is already talking to the airplane. We use CPDLC. So clearances are already transmitted to the airplane in writing at some ATC facilities. Depending on the airplane, we can load the transmitted frequency as new frequency in our radio. (Until now) there is no connection between the data ATC sends to us and our flight management system. On the other hand, ATC is for example able to "see" which target altitude we dialed into our FMGS system. Our transponder transmits a certain number of data. For example, we get a clearance from ATC to descent to FL250. We dial 260 into our FCU. After a short while ATC will tell us that we are cleared to 250 and not 260. I assume that this kind of communication will be intensified in the future.
Thank you as always for these videos. I have a question and I hope it's not a silly one! Are you able/trained to use the sidestick with either hand? I notice you always sit on the left and use your left hand on the sidestick. Are you able - for any reason - to swap seats and use your other hand? Is it just a preference?
The right seat is for the First Officer and the left seat is for the Captain. If the First Officer is promoted to a Captain he or she moves to the left seat. Training Captains can fly in both seats because they train Captains and First Officers. Using the stick with the other hand is no problem after a little training in the simulator. Other things which change with the seat are the position of the engine indications. The First Office looks to the left to see them and the Captain has to look to the right.
@@ApproachandDepartureVideos Thank you so much for your comprehensive reply - makes perfect sense now.
Brilliant 👏👏👍
Thank you very much!
May I ask why RWY is not shown on FMA during take off roll🤔 thanks!
RWY can only be shown on runways where a localizer transmitter is transmitting. If it is off or not installed, RWY will not be shown and subsequently the yaw bar will not be displayed on the PFD.
Beautiful
Thank you very much!
Good morning from England loving your video content but would it be possible to have a camera on the instrument panel that shows the engines starting up
If you zoom-in you can just about make it out on the main cockpit view.
@@drmal thanks for saying that unfortunately I'm sight impaired it's hard for me to see it's appreciated
Thanks for watching and your suggestion! I would love to show the screen with the engine instruments during startup. But until now, I did not find a good camera position for that. I am very restricted in regard to possible camera locations and in addition, the screens show a good amount of reflection depending on the viewing angle. But I keep working on that and hope to come up with a solution sometime in the future. Have a nice day! Greetings to England!
@@ApproachandDepartureVideos If only Airbus would fit some camera mounts as standard!
Thank you ever so much for your reply it's deeply appreciated take care always my high-flying friend
Awesome video! What was the reason for the change from NAV to HDG? I didnt notice any traffic or obstacles, a short cut?
I do not know. Maybe traffic further away which was not visible to us.
Very nice as always !
A question : at 17:46, what is actually the meaning of the sound 'bip bip bip' that we hear ? It also comes always at landing just after the AP disconnect alarm... Is it related to the A/THR ? I see here it follows the OP CLB mode engaging ?
That sound indicates the autopilot is changing mode, as you can see you can see with the white boxes on the FMA.
Basically, the autopilot saying its going down a level of automation.
The triple click is alarming us that there was a mode change which we did not command. The plane was climbing in CLB mode. Then we were advised by radar to fly a HDG. This changed the lateral mode from NAV to HDG. In HDG, the vertical CLB mode is not available. So the autoflight system changed the vertical mode automatically to OP CLB. This change was not directly commanded by us and only a result of the NAV to HDG change. Subsequently the system is alerting us with the triple click and showing the changed mode with a flashing white box at 17:48 in the FMA window.
@@ApproachandDepartureVideos Thank you for that precise answer 👍👍
I once had a chance to visit the pilots in the flight deck in an a320 after the landing on a national flight. It was quite a good talk.
Thanks for visiting us! It is impossible during flight. But it is still possible after the flight when the doors are open.
@@ApproachandDepartureVideos actually I asked the flight attendant. And well it was a flight inside of Germany. So it was easier communication wise.
I just want to tell those who interested in seeing the flight deck: Just ask the flight attendant when you are about to leave.
I love how they display the altitude and the speed. I always want to know how high they are and how fast their going.
Thanks for watching and your helpful feedback! Have a nice day!
the pilot is one of a kind, I bet no Autopilot needed
Thanks for the friendly words!
Another great video. FO said you had 500kg for extra 13 minutes. That doesn't sound like much. How do you predict such small amount or maybe the block fuel has extra?👍👍
Thanks for your good feedback! We had plenty of fuel for the flight. The 13 minutes or 500 kg extra are on top of: The taxi fuel, the trip fuel, a route reserve (on this flight 200 kg), the fuel to an alternate airport along a published (usually long) routing, 30 minutes of final reserve fuel. Details are visible at 01:15 on the fuel prediction page. At 19:07 the pilot monitoring checks again the extra fuel and it showed 800 kg or 23 minutes.
The landing at the destination was done with fuel for about 1 hour and 20 minutes of flight time in the tanks.
@@ApproachandDepartureVideos Thankyou for the clarification. Please keep these fantastic videos coming. This has to be the best channel and the cameras on the PFD etc are brilliant. 👍👍
Another great video love the details and hard work you put in . Question please after take off before you call thrust climb and reduce throttle what do you mean when you call “ nav “ is that yourself confirming routing way points are set ? Thank you
Thanks for the good feedback! We call out all the changes of the FMA. The FMA is shown on the upper part of the PFD. During the takeoff roll, NAV was indicated in blue, which means armed. After takeoff, it moved to the upper line and changed the color to green, which stands for active. That means that the flight management system is followimg our pre-programmed routing.
Hi, I have a question! What are you favourite and least favourite airports to take off / land at? Best wishes!
*What was the climb rate after take-off?* 🙄🙄🙄
About 2700 feet per minute. You can see it at the vertical speed indicator.
@@ApproachandDepartureVideos Thank you. Is it normal or do you think was a bit high?
@@RustamShah it depends in the load and the athmospheric conditions. With less passengers it would be higher and with more passengers it would be lower. We could also use some more thrust to get a higher rate.
@@ApproachandDepartureVideos Thank you very much, appreciated!
Which iPad do you have
Ipad Air, 4th Generation
Fucking RUclips algorithm. How did I not see this channel before...
Better late than never! Welcome to my RUclips-channel!
What’s the thrust rating on the A319? It climbs like a rocket!
Why is the pilot monitoring also holding the stick if he is not pilot in command flying the plane?
Good question. This is the relaxed position for the arm and the hand. In addition, he could takeover immediately if needed and the push to talk switch for the radio is mounted to the sidestick.
How much heavier than the MLW is considered to be "heavy"? I mean like 500 kg or 1000 kg can be neglected? To which value it can be ignored?
There is no real definition of heavy. Landing above the maximum landing weight will only be done if it is needed for emergency or technical reasons. For this is a special checklist available and the landing performance with that overweight has to be checked.
In all other cases, we would reduce the weight below the maximum landing weight before the landing. We cannot dump fuel, so we have to fly until the weight is below maximum landing weight.
Safety is our highest priority. That means we would never neglect or ignore an overweight situation. Overweight starts as soon as we are 1 kg above the maximum landing weight. If we would see during an approach that we may be slightly above maximum landing weight, we would fly a holding pattern or extend the landing gear and/or the flaps early to burn off the fuel and get below maximum landing weight.
22R only for takeoff in CPH?
I have been there several times. The setup was always like you mentioned. Landing 22L, Takeoff 22R. It is possible to land on 22R. There are published approaches available to 22R. During our takeoff, the ILS 22R was off.
23 extra minutes of fuel.. is that at your destination or your alternate?
I've been stuck in holding patterns for a lot longer than 23 minutes.. we flew a holding pattern over Lake Michigan with at least a dozen other planes for over 45 minutes waiting for the weather in Chicago to let us in.
23 Minutes are on top of remaining required trip fuel to the destination, fuel to the alternate on a published (long) routing and 30 minutes holding fuel. We landed at the destination with fuel for a flight time of more than 1 hour 20 minutes in the tanks. Destination was Düsseldorf, weather was good enroute and at the destination. We use in addition detailed historical fuel burn data for the extra fuel planning. If the weather forecast is bad or if we fly to very busy airports like London Heathrow, we take an adequate amount of fuel for the situation. The good thing is that the company calculates the required fuel and the crew analyses everything and takes whatever extra fuel they think is necessary for a safe operation. They do not have to justify or defend their decision. And: We always include an alternate airport in the planning, even if it would not be required by law.
@@ApproachandDepartureVideos Thanks for the explanation! I was wondering because I have sat in a holding pattern for a long time and I see the planes holding when DFW shuts down for a storm. I've fortunately never been diverted. It's interesting at night when they have a bunch in a pattern.. you get to see the same planes going by.
@@crypto1701 If we expect thunderstorms or other types of bad weather, we - for sure - take a good amount of extra fuel to avoid a diversion. This keeps us out of trouble.
@@ApproachandDepartureVideos That makes complete sense.. and something I did not know. Thanks!
I've never had a fear of flying but I have known people that were white-knuckled fliers, usually drinking lots of alcohol before boarding. If those people would watch your videos, they'd know how incredibly careful y'all always are.
CFM or IAE?
CFM
Why no "doors locked and armed"? 🤔
The doors were closed and armed prior to the pushback.
👍
Thanks!
More cam views than pilotseye 😂
Thanks for watching and for sharing your observation! For this video, a total of 6 cameras were in use in the cockpit.