Thanks for watching and the in depth information about the views! I like these information very much! It gives us a little more insights about the landmarks we pass and see during the approach. Thank you and have a nice day!

@@ApproachandDepartureVideos now the stadium “Diego Armando Maradona” is the stadium of the Champions of Italy, the Napoli 😃

Thanks for the feedback! That really helps! I try to keep this setup whenever possible.

Thank you so much 😀

Thanks for watching and your feedback!

Thanks for watching and your good and helpful feedback! I wish you lots of great flights with your flight simulator!

Right now, I try to publish one video per week.

Thanks for watching and for sharing your personal travel tip how to do the best "approach" to Naples! Have a nice day!

Thanks for the great feedback!

Thanks for watching and the great feedback!

Thanks for watching and the great feedback!

Thanks for the nice words and the valuable feedback!

Thanks for watching and for sharing your personal experience! Have a nice day!

Thanks. I agree.

Thanks for your great feedback! I hope they arrive soon and I am also looking forward flying one of them.

Many thanks for the nice feedback! Have a great day!

Thanks for watching and the friendly feedback!

Vielen Dank fürs Anschauen und das gute Feedback! Ich finde auch, dass der Anflug zur Runway 06 in Neapel vom Ausblick her zu den spektakulärsten Anflügen, die ich kenne, gehört.

Thanks for watching and the great feedback!

Thanks for the great feedback and the detailed information about the Naples picture on my KZfaq homepage. Have a good day!

Vielen Dank fürs Zuschauen und das gute Feedback!

Thank you so much for the nice feedback! I will try to include the PFD with the FMA display in as many videos as possible. Have a great day!

Thank you very much and welcome!

Thanks for the detailed feedback! That helps a lot. In my newest video, which shows an approach to Berlin in Germany, I added the navigation display (ND) in addition to the PFD. What do you think about that? Please let me know. Thanks!

Thanks for watching! Best greetings to Bella Napoli!

Thanks for watching and for sharing your memories! In good weather, Naples always provides great views. The approach to runway 6 is steep and even offset due to the obstacles of the city. The approach to runway 24 is also steep due to the mountains. The displaced threshold shortens the runway available for landing. Sometimes the touchdown has to be a little firmer than usual to avoid a too long flare. Have a wonderful day!

Thanks for watching and the friendly words!

Vielen Dank!

Thanks!

Danke fürs Anschauen und fürs Feedback. Gute Reise!

Thanks!

Thanks for watching and for your comment!

Thanks for watching and your feedback! Greetings to Greece!

Thanks for watching!

Thanks for the great feedback! It is up to the pilot flying, when to switch off the autopilot. I usually switch it off at about 10 miles final or when capturing the ILS. Sure, during a CAT1 approach, it is possible to use the autopilot down to the minimum.

Thanks for watching and for signing up. All the best greetings to Napoli!

Thanks for the nice feedback! For a standard straight in, 3 degree glidepath to runway 6, there are too many obstacles (buildings and some hills) in the the way. So the authorities designed this offset approach with a 3.5 degree glideslope. Originally, there was only a non precision approach with a very high minimum available to runway 6.

@@ApproachandDepartureVideos - Ah, I see. I think it's Lanzarote that has a 3.7 glidepath when landing from the north. And London City is 6 degrees! Slightly smaller planes though. Been to a few places in Italy, but never Naples. I'd love to go to see Pompeii.

Thanks for watching and sharing your feedback! You are correct. The "100 above" callout is the callout referring to 100 feet above the minimums. This minimum altitude is published on the approach plate and entered by us prior the approach into the MCDU.

Thanks for watching and the question! I do not know where exactly the antennas for the LOC are located at Naples on the ground. I only know that when you follow exactly the localizer (51 degrees) that you will intercept the center line extension of the runway (55 degrees) at 0.78 nautical miles prior to the threshold.

it is about halfway down the runway on the left side, more or less south of stand 66. at least that's where i spotted it on google maps ;)

Thank you so much for the great explanations of the area which we see in the video. I wish everybody who is living near the volcanoes that volcanoes stay quiet for ever.

@@ApproachandDepartureVideos eheheh we hope so too 😂 let me know next time you fly to LiRN, be my guest!

Very good observation! The LOC diamond deflected because it is an offset approach. The localizer course (51 degrees) is not the same as the runway track (55 degrees). Both tracks meet at 0.78 nautical miles prior the threshold of the runway. After that point, the diamond is moving away from the center with the airplane aligned on the runway.

Thanks. As the first line of the description says: It is an Eurowings airplane and an Eurowings flight. Eurowings is a German airline. You will also hear that if you listen to the audio. The radio callsign is Eurowings. Have a nice day!

@@ApproachandDepartureVideos ah okay.. great... I love this vedio. I'm living Napoli. The airport u landed. Have a good day.. wanna see more landing vedio at NAP Napoli 🥰

Innsbruck is a class C airport like Samos, Funchal and Salzburg. They all need special training in the simulator and the airplane. Right now, I fly to these 3 but not to Innsbruck. So in the near future, there will be no LOWI video. I am very sorry.

@@ApproachandDepartureVideos i am sure you would love it. Thanks for the reply captain

Good idea. Or we may have to change the microphone/mouth angle. Especially this video has a good amount of breathing noise. The audio would - for sure - be better without the breathing noise.

Yes, you are right. Have a wonderful day!

@@ApproachandDepartureVideos Thank you. You too.

Thanks for your feedback! The runway has a displaced threshold. That means, for landing, we are not allowed to touch down at the beginning of the concrete. The threshold for landing is about 400 meters displaced. From there, we have about 2200 meters left. This is not very long. Before landing, I asked for the landing checklist and the pilot monitoring answered „Ecam memo, landing no blue.“ I repeated then „Landing no blue“. Reason for this is, that the Airbus has an elctronic checklist which checks all the necessary items for landing. If items are open, they are shown blue, if they are done, they are shown in green. Those items include landing gear, flaps ….

Thanks for watching and your question. The captains disarming of the spoilers is the trigger for the first officer to silently perform and crosscheck the after landing items. Between the different airlines and the "original" Airbus procedures made by the factory there are sometimes slight variations. But the result is usually the same. Some airlines add or remove checklists or add or remove callouts. As long as safety is not impaired and abnormal procedures are not modified, these variations are usually accepted by Airbus.

@@ApproachandDepartureVideos Thank you Captain for the answer. So that is then company procedure by EW, right? I also noticed that you keep the idle reverse open after touch down until you reach taxi speed. Is there a reason for that? Maybe in that particular situation?

@@stephanb.3631 What you see in the video is in accordance to EW procedures. Nevertheless, I flew the Airbus A320 for several other airlines who handled the after landing procedure and checks very similar or even identical. Standard Airbus procedures in regard to the reverse are: latest at 70 knots, the pilot flying sets reverser to idle reverse, keeps the reverser open until taxi speed and stows the reverser latest before leaving the runway. That is what you describe and what we did in the video. This explains also the reason for the "70 knots" call. It is the reminder for the pilot flying to move the reverser from full to idle. As a general standard, this call is also announced when the reverse was never more than idles, like in the video. So at this call nothing particular happens when you are already at idle. The reason for keeping the reverser at idle until taxi speed is that they (even at idle) help decelerate the airplane. It does not need more fuel or makes more noise than forward idle thrust. But it helps slowing down and reduces brake wear.

I see. Thanks for clarification, Captain. Happy landings!

It looks like that you are mixing several things from the basic Airbus typeating school up. The speed was fine during the approach. At about 130 knots or VLS plus 5 on short final. Touchdown was with VLS. V alpha max was at about 100 knots. V alpha max plus 25 or 30 is not close. This is normal approach speed management. Exactly according to the books. Flying faster would generate a longer landing distance. The TOGA function you mention is named alpha floor and may be activated if you increase the AOA close to a critical level. This never happens when you fly normal approach speeds. I suggest that you read a little in the Airbus books if you are interested in all the details.

@@ApproachandDepartureVideos Your quick response is highly astonishing sir. . I told you I am not a pilot I am engineer greed to know and very interested in flying Excuse my ignorance 😯

Hi Marco, we flew the ILS Z to runway 06. If I remember right, the arrival routing (STAR) was ALAXI 1C with an early clearance direct to OVUNE and before reaching OVUNE, we got the clearance to fly from OVUNE to OLEVA. I hope that helps. Have fun with the simulator. All the best to you!

@@ApproachandDepartureVideos i love

@@ApproachandDepartureVideos Perfect, the STAR ALAX1C is still valid for rnw 06 ILS Z, from OVUNE I did a Direct To on Oleva.... fantastic done with Microsoft Flight Simulator 2020. Subscribed to your channel. thank you very much, Marco

@@marvil4365 Marco, thanks for the detailed feedback! Have fun!

Klar können wir steilere Kurven fliegen. Das tun wir aber aus Komfortgründen nicht. Wir wollen unsere Gäste ja nicht verschrecken.

There is a little mixup here: The MAP (missed approach point) is the point on a non precision approach (2D / with lateral guidance only) at which you start your missed approach procedure, if you did not see the runway environment at the MDA (minimum descent altitude) being able to continue the approach visually stabilized to the runway. You have to maintain the MDA altitude or higher (not above missed approach altitude) until reaching this point. The MAP can be a point prior to the runway, the runway threshold or even behind the threshold. On an precision ILS approach, there is a decision altitude at which you decide to land or go around. At the decision altitude, you have to see the runway environment and be able to continue visually for a landing. If you are unable, you follow the missed approach procedure. Flying precision approaches in the Airbus are normally done with the flightdirectors on. You switch off the autopilot for landing. This is usually done latest at the decision altitude. But the flightdirectors stay on until landing. They still provide some useful information. Our approach was an ILS approach. We flew that standard with the FDs on. Autopilot was off early. As this is an 4 degree offset approach, we could have switched the FDs off at the DA. But we briefed prior to keep them on. We knew that the Localizer was drifting away on very short final and as result the FDs may show some lateral deviation. Vertical guidance was still good and even lateral was the FD almost centered at the end.

Thanks for watching and the feedback. Yes, we put the gear down earlier than usual. Reason was the steeper than usual approach. You can see on the PFD that the plane is even with the gear down decelerating very slowly. In addition, the approach was offset to stay clear of the obstacles in the city. This is not an approach where we want to be configured or stabilized late.

@ApproachandDepartureVideos thank you for the comment I appreciate it very much

Thank you for sharing the clarification.

Thanks for watching and for sharing your feedback!

I try my best but cannot change it in this video. Whenever possible and available, I try to use wind protection for the microphone. Have a good day!