Thank you for the feedback and your analysis of our teamwork! You nailed it to the point! Good CRM (Crew Resource Management) is one of the big keys to a safe operation. Every member of the team/crew knows that the best outcome can only be achieved if he or she accepts the other crew members and works actively together regardless of their position in the hierarchy. To make sure that everybody keeps that always in mind, CRM is trained and refreshed on a regular basis.

Thanks for watching and your detailed feedback!

Thanks for watching and the great feedback!

Thanks for watching and your great feedback!

Indeed. But to be honest I would rather like to see the ND instead of the front view on the pilots :)

Thanks for the good feedback and greetings to Copenhagen!

Thanks for watching and thanks for the detailed feedback!

Thanks for watching and your detailed feedback! I always like to know all the landmarks and facilities we pass and fly over during our flights.

@@ApproachandDepartureVideos The Island that connects the Øresunds Bridge with the Tunnel is called Peberholm, or Pepperholm

Yes, that was why I watched the video also 👍

Thanks for the great feedback! I like to hear that you enjoyed the video. I thought the same about the weather. It could have been much better. But the bridge was visible at the beginning of the video and on the left edge side during final approach. That was already a great improvement over my previous landing there during early morning fog in the spring.

Thanks for watching and the great feedback!

Thanks for watching and your feedback!

Thanks for watching and for sharing your personal feedback!

Thanks for the kind words! I love to hear that you like the setup.

Thanks a lot for your valuable feedback!

Vielen lieben Dank fürs gute Feedback! Das freut mich sehr!

Thanks for watching and your nice feedback!

Thanks for the friendly feedback! Greetings to Greece.

Thank you and and all the best to you!

Thanks for the information!

@@ApproachandDepartureVideos, and it is a protected area so I actually think you're breaking the law by filming (and sharing) it.

@@seve5143 Just go to Google Maps and look it up. It is worldwide visible to everybody. Even at the highest zoom level. You can even count the cars on the parking lot. If somebody wants no pictures from that, Google would have pixeled the area away. The area may be flight restricted. But air traffic control sent us there. So the restrictions may only be applicable for flights not under radar control.

Thanks for sharing your feedback! That helps.

I like to fly to Copenhagen. One reason are the ATC people. They are doing a fantastic job and the english is wonderful. A agree about the melody. It is always a pleasure to listen to them. Have a great day!

Thanks for watching! Have a nice day!

Thanks for warching and the good feedback!

Thanks for watching and the good feedback!

Thank you!

Danke fürs gute Feedback! Ich werde die Vorschläge im Hinterkopf behalten.

Thanks for your feedback!

Thank you so much for sharing your experience and for all the information about the viking history along our flightpath! Have a great day!

Thank for watching and for your thoughts! Have a great day!

Thanks for watching and for your feedback! Have a good day!

Thanks for sharing the information! I always love to know more about the landmarks we pass during our flights.

Thanks!

Thanks for watching the video and for leaving a comment!

Thanks for watching and your feedback. Congratulations for finishing flight school! I wish you all the best on finding a cockpit job soon!

Vielen Dank fürs Anschauen und das Feedback. Viel Spaß mit dem Simulator!

Vielen Dank fürs Lob! Es freut mich, dass Du Werbung für den Kanal machst. Auch vielen Dank dafür! Das Navigation Display hätte ich auch gern mit im Bild. Dafür habe ich aber noch keine gute Kameraposition gefunden. Die Position, die ich im Moment für das PFD nutze, passt vom Winkel leider fürs ND nicht. Ich arbeite daran und hoffe, bald eine Lösung zu finden. Alles Gute und nochmal vielen Dank für den Input!

@@ApproachandDepartureVideos Eine Lösung habe ich zumindest in einer 737 gesehen (kzfaq.info/get/bejne/h55_Y8R1s7e2nmQ.html) - ich weiß aber nicht, ob man diesen Kamera-Winkel auch im Airbus installiert bekommt. So oder so - einfach nur super Dein Kanal. Freue mich auch auf windige Approaches im Herbst.

Thanks for watching and your feedback! You are correct, most of my flights are destinations in the south. I do not fly frequently to Copenhagen.

Thank you so much for your clarification. That sounds all really good! First of all, I have to say that ATC in CPH is always doing a great job. I never had a bad experience. Especially, I like the short (time and fuel saving) ILS approaches at night or even in IMC. Sure, visual approaches are also always possible as long as traffic permits. I did not know about the airspace structure and issues. Thanks for the explanation. With the hearing of the clearance "Cleared ILS 22L, standby for lower" my first thinking was: "Are we really allowed to descent with the glideslope or shall we wait with the descent until we get further clearance for lower? If we do exactly what he said and start intercepting localizer and glideslope, why shall we standby for lower? " Before I have seen situations at other airports where we were just cleared for the Localizer with a certain altitude to maintain and a "standby for lower or standby for ILS clearance". That was always for traffic reasons. Sometimes it ended up that we had to intercept the glideslope from above. But the good thing is, we can always ask and communicate and that's what we did. With my knowledge from that flight and even your explanations, I like that "standby for lower". This is much better than other airports where you are cleared for the ILS out of 4000 feet. They do not say "standby for lower" and clear you on the way from 5000 to 4000 feet for lower with the wording "descent 3000 feet, still cleared ILS". For us pilots the setup of the airplane is different, depending from which altitude we finally intercept the glideslope. Your wording: "cleared ILS runway 22L expect lower passing Swedish coastline or in IMC expect lower shortly" sounds perfect.

Thanks for the feedback and your suggestion. I would love to show more instruments, but until now I did not find a good and safe location for a camera for doing that. I continue working on it.

@@ApproachandDepartureVideos Thank you and wish you good luck. Keep grinding

Thanks for the details!

Thanks for watching and the feedback! Yes, I consider including the approach briefing in one or the other future videos over the time. Please stay tuned.

Thanks and all the best greetings to Denmark!

Thanks! I landed a long time ago once on runway 30. Weather was really bad: rainy and stormy. So we were unable to enjoy any views. It must be a great approach in nice weather. My understanding is that runway 30, when available, is only used if the main two runways cannot be used due to too much crosswind. In that case the capacity of the airport would be reduced due to the single runway operations.

@@ApproachandDepartureVideos Yes, that's right, it's for the same reason as over Malmö, to reduce the noise over the city of Copenhagen, so that the runway is only in use when the weather requires it.

@@MitzaMaxwell Thanks for the explanation!

I am sorry about this. When we do another Copenhagen video, we try to start earlier.

Thanks for watching and your good feedback! The pilot monitoring has his hand at or near the sidestick because the push to talk button for the radio is on the sidestick. Also, he needs to be able to take over the controls at any time, if needed.

Thanks for watching and your feedback! Good observation! For brake cooling we prefer to have the parking brake released at the final parking position. For that the ground crew places chocks at the wheels to keep the plane in place. After confirmation from the ground crew, we usually release the parking brake.

@@ApproachandDepartureVideos I certainly did not know the reason for that procedure, thanks for the answer and explanation! Have a nice weekend

Thanks for the good feedback! Engine anti ice has to be turned on when the total air temperatures (TAT) is 10 degrees C or less in visual moisture, like clouds, rain or areas of reduced visibility …. Wing anti ice has to be turned on if you see ice buildup on the ice indicator. Some Airbus planes have an ice detection system which tells the crew when ice had been detected.

@@ApproachandDepartureVideos Thank you Captain.

From a professional view, the landing was perfect: All parameters were good, the flare was not too long and the touchdown not hard. But my personal goal is it to do all this without even feeling any kind of impact. This Palma de Mallorca landing is coming very close to that: kzfaq.info/get/bejne/payTdcuetLS8dIE.htmlm30s

Thanks for watching the video an for telling us a little bit about your airport life.

Thanks for watching,!

Here are a few London approach and departure videos which I published not that long ago: kzfaq.info/get/bejne/m7B3dMqLyJfbZXU.html kzfaq.info/get/bejne/oreDdZaEtsWWdmg.html kzfaq.info/get/bejne/jZOfe7V2sLOtdqc.html

You are correct. Especially on the ground, we are using the MCDU as a notepad instead of writing the taxi instructions on paper.

@@ApproachandDepartureVideos thanks for this insight! Was always wondering how to keep complex instructions in mind without making notes :)

Thanks for watching and for your feedback!

Sehe gerade, die REG ist mit drin 🙈

Vielen Dank fürs gute Feedback! Ja, Du hast es ja schon gesehen, das Kennzeichen steht im Text dabei.

Thanks for watching and for sharing your thoughts!

No, it is not hard. To understand this a little more you should know that a pilot on a conventional airplane with a steering horn or column uses his or her left hand (Captain) to move the steering horn and the right hand is attached to the power lever during the landing. This is even true for a small Cessna or Piper. Changing from the steering column to the Airbus sidestick means no change in hands. You still control the plane with your left (Captain) or right hand (First Officer) and with the other hand you control the thrust levers. I also was worried about the sidestick before I started the training at the factory in Toulouse. The good thing was that they gave me on the first day of training - even before the regular simulator training started - the chance to fly for 30 minutes in the Airbus simulator. It took me not more than a few moments getting comfortable with the stick.

@@ApproachandDepartureVideos - Thanks, I anticipated much of what you said but appreciate and thank you. Yes, I have noticed even on C172 that the right hand is on the throttle and that means you are using your right hand and with a side stick maybe many pilots stepping up are kind of used to it anyway. For myself and MSFS 2020 using my left hand on the throttle and right hand on the stick, is comfortable for me. But if I had to fly a real plane? Then what you said confirms that I would do what you have to do. So thanks again, Joe.

Thanks for watching and the question. The correct Airbus name for it is Sidestick. He is holding it because on the sidestick is also the push to talk button for the radio. Also, he must be able to take over the controls at any time.

@@ApproachandDepartureVideos thank you for clarifying the term and the reason. 🥰

Thanks for watching and your feedback! I assume that you mean the distortion of the large outside picture. The only thing what I could do is a recalculation of the camera data in the cutting process. But the downside would be that the view angle would be smaller. Right now I think about retiring the front camera and replacing it by another camera which can do a more straight picture right out of the camera. But it also will be a smaller camera angle with less views to the right or lefr. I continue working on that. Please stay tuned!

@@ApproachandDepartureVideos Many thanks for your detailed reply to a casually thrown comment. The images look absolutely incredible in terms of clarity and colour balance. However, I have a pet peeve about the use of wide angle for air (or height) photography - it just never looks real to me and seriously reduces the impact the image (to me). However, i think you will find that opinions on this vary strongly from person to person. Don't change anything lol. Cheers

I agree. Some people like the wide angle more and are willing to accept also some distortion. Others want it more straight with a smaller angle. It is not that easy to find the best solution. The wide angle now also gives me the opportunity to include the inside cameras without taking a lot conents away from the big picture. Maybe the future is somewhere in between. A little less wide and less distortion.

Thanks for the question: During the approach, the pilot flying has the hand on the stick to be ready to take over immediately from the autopilot anytime. The disconnect switch for the autopilot is mounted to the stick. And when the autopilot is off, he or she uses the stick to control the airplane. The pilot monitoring has the hand on the stick during the approach because the push to talk button for the radio communication with ATC is mounted to the stick. Also the pilot monitoring must be able to take over the control of the airplane from the pilot flying anytime if needed.

Yes!

@@ApproachandDepartureVideos I watched the landings to Heathrow, Kastrup, Corfu and Athens. Greatest feeling of them all when you pointed Albania to the left of Corfu, when aproaching. Danke and may God bless you!

Thanks for sharing your feelings and all the best to you!

Thanks for the information! I like to know all the landmarks we pass during our approaches.

@@ApproachandDepartureVideos Would you be allowed to pass above it if it still was in use?

Thanks for watching and your question. The seats can be moved back to make room to get in. When we are seated, the seats are moved by an electric motor or by hand into the position you see in the video. Have a great day!

Thanks for watching and for sharing the information about the landmark!

Thanks for your feedback!

Thanks for watching and your question. Arriving from the south and landing almost straight in on runway 04L or 04R would have saved us time and fuel. To have a constant flow of airplanes with no conflicts, air traffic control has to decide about the landing and (the same) takeoff direction. For performance reasons, we want to takeoff and land into the wind. Here the wind at the runway was 270 degrees with 5 knots. So ATC decided to use 22L for landings and 22R for takeoffs with a very light headwind. We had to fly a little longer, but the airplanes coming from the north had less distance to fly,

@@ApproachandDepartureVideos I’ve been flying from/to Cph countless times and your information makes sense now. Will keep that in mind for the next time I fly :) Thanks for the reply, fly safe!

@@MrRaffing Thank you!

Thanks for watching!

Thanks for your feedback and all the best to you! Maybe you can start flying in this life using a flight simulator for your computer. This will be - for sure - a great experience.

Thanks for watching and for referring to us as an example for safe flight airplane operations. Have a great day!

For somebody who is not a pilot, it maybe difficult to understand the special "aviation language" with all the callouts and instructions from air traffic control. And if a pilot does not understand an instruction from air traffic control or what the other pilot says he or she always ask to clarify the situation. If you have a certain question, please let me know.

You can discuss for years about if you need to do the FMA callouts or not. I worked for different companies with different ideas about it. One Airline did not do them at all. The original Airbus procedures include also the FMA callouts. They should help the pilots to maintain a good situational awareness about what is going on with the autoflight system.

Thanks for watching and your feedback!

Thanks for your comment. As you may have seen: During our short debriefing, I spoke to the First Officer and my head was moved into his direction during the conversation. Just watch that video a few moments longer. At 21:07 you will hear that the ground crew gave a verbal confirmation about chocks in place and the ground power connected. This verbal confirmation is our standard procedure.

@@ApproachandDepartureVideos Thank you, i must admit i missed your communication with the ground, if you have intercom contact with outside i wonder why the personel would give a visual sign too? had you turned the apu off at that moment? if it was running it could explain the extra confirmation.

Thanks for sharing your feedback!