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Olivier Rouchard
France
Registrace 10. 08. 2006
This channel is a compilation some private video footage
A Flying Day With The Airbus A320
Join me on a typical flying day as an airline pilot on the Airbus A320! In this video, we start in the afternoon and fly into the night, giving you a behind-the-scenes look at the cockpit and the flying process. You’ll get to see our aviation charts, electronic checklists, and learn about the essential steps we take to ensure a safe and smooth flight.
Whether you’re an aviation enthusiast or simply curious about what it’s like to fly a commercial aircraft, this video offers a unique perspective on the life of a pilot. Don’t forget to like, comment, and subscribe for more aviation content!
Whether you’re an aviation enthusiast or simply curious about what it’s like to fly a commercial aircraft, this video offers a unique perspective on the life of a pilot. Don’t forget to like, comment, and subscribe for more aviation content!
zhlédnutí: 283
Video
Mastering the Traffic Pattern: From Taxi to Landing | Classic Aerocast Episode 010
zhlédnutí 100Před 4 měsíci
Welcome to a classic episode from Aerocast, the former go-to channel for in-depth aviation training. Although Aerocast has retired, the lessons remain timeless and crucial for pilots today. In this episode, we explore the entire traffic pattern process, from the initial taxi to the final touchdown, for both single and multi-engine aircraft. 🚕 Taxi Phase: Start from the ramp and discover essenti...
A320 High Altitude Stall
zhlédnutí 92KPřed 9 lety
Since AF447 (Air France Rio-Paris disaster), the entire Airbus family type ratings are trained for high altitude manual handling and stall recovery. It took me 9'000 ft (yes, nine thousand feet) to recover from the stall and we were not even in deep stall, unlike the AF447 crew... Plus, we had no stress, or other failures to take care of and we were in perfect weather conditions. I was flying i...
Light windshear
zhlédnutí 1,2KPřed 11 lety
Light windshear on take off during an Airbus A320 type rating
A320 Type Rating ILS Simulator
zhlédnutí 2KPřed 11 lety
ILS and positive landing Airbus A320 during a type rating
A320 Type Rating Visual Approach Simulator
zhlédnutí 3,2KPřed 11 lety
Visual approach Airbus A320 during a type rating
Emergency descent Fairchild Metroliner SW4
zhlédnutí 57KPřed 12 lety
Emergency descent with a Fairchild Metroliner SW4
Orlando International 17R Night Arrival
zhlédnutí 241Před 13 lety
Orlando International 17R Night Arrival
Very nice Video! Looking forward to more cockpit videos!
Hey Oliver! Great to see you!
Hallo, I'm looking to buy a Swift light, with or without a motor. maybe someone can help?
is it necessary to role only in 1 direction due to torque?
Hi Tlaloc, You're right, the P factor and the torque does matter. Nice catch! However, spins, rolls or asymmetric stall can easily be done in any direction. Talk to you soon
01:35 Stall! Stall!
Air France 447
Rookies 🐑 pilots✅ Can’t higher Ascend stalling The plane The buffoonery
I had an inadvertent partial stall in a C-141. We were light and had just leveled off at FL410. I slid my seat back a bit to open my box lunch when an autopilot malfunction caused a rapid pitch up. Passing through about 12 degrees nose up the buffeting began (we were in the "coffin corner") and I grabbed for the yoke. By the time I got it and disconnected the AP the nose dropped about 10 degrees and was going up again. The whole event was about 10 seconds and we never deviated more than 300". I had read about the C-141 stall behavior at high altitudes and played with it when we had spare simulator time. Porpoising is common in transport jets at high AoA at altitude. Rule of thumb- the thicker and rounder the leading edge the less warning. A Piper Cub will buffet a bit and drop the nose. The T-38 with its skinny wing would start buffeting way before Vs and get worse and worse before the wing would quit. It's great to learn the behavior of your plane before you need to.
Whoa, a C-141! What a good daily ride. This video shows a "regular - let it be" kind of stall recovery. There are other ways to recover an Airbus with very little altitude change, specially at lower levels. Be careful my friend with that coffin corner. Happy landing to you ;)
@@orouchard Thanks Olivier! The C-141 was a blast and got me well prepared for all the Boeings later on. I did have a stall warning briefly on the B-727. We were turning right base leg for landing in KBHM. I was a copilot and the Captain was flying. We had been kept high so the speed brakes were extended. We were at clean speed plus 5, in a right turn and leveling off all at once. As the captain started levelling off I felt a bit uneasy and a second later the warning kicked in. The captain shoved the speed brake handle forward, the warning stopped instantly and he promptly called for flaps 2. The little things were piling up. After that it was a well flown approach and landing. This was in the late '80s and the only AoA indicator was in your head.
Very good
Used to fly them. EMpty legs were a hoot. At cruise close the throttles and push the speeds to max. Allow IAS to drop to just above the stall. Shove the nose over. WAY over. Feel the plane pulse with the NTS takes the load off the props. At this point, your VSI is pegged. ;)
Oh really? I've never done that with it (mind you, I quickly moved to heavier jets).
6 years ago
Already?... Goodness we are getting old
Why the horror music? 🎶
Am I assuming that flight 447 would have taken more than 9,000ft to recover from their stall? Would you know if that particular flight has been recreated in a sim to show recovery? And at what height would this have been possible?
Yes, it's now part of the standard upset recovery attitude training. Now we are trained to deal with that more effectively.
I'm not a pilot. But what scares me most is that pilots don't learn to fly a jet plane manually to begin with?
schneefritz What do you mean?
@@JoshuaPenaranda Stall
Stall recovery (all sorts of stalls) is now part of the Upset Attitude Recovery standard course.
Are you suggesting that the pilots can't fly the plane without the use of autopilot? Why do you say this?
@@jackreddy1568 i am not saying that they don't know that. I am saying that in training apparently they rely on the autopilot for the most part.
30 minutes before we landed in phoenix our plane rattled like crazy for 20 seconds
Can you point us to any reference regarding the recreation of the conditions by the Airbus test pilots? Would like to know more about how it took them 30,000 feet to recover
I swear watching these buzzers in descent to MKC in the day they were doing no less than a thousand kts...
Why did the left seat pilot pull the co-pilot's hand onto the throttle? What was the issue?
I flew and instructed in the mighty Metro. Great airplanes and built like a tank. The are terribly noisy, though. My hearing is pretty much wrecked after sitting in front of those Garrett TPE331 engines.
I flew them too. People said they were loud but they seemed to get a little quieter every year . . .
`thats a cute emergency descent...our procedure in the 228 is 70-90°AOB and about -30 to -45 pitch at 1kt before Vne diving... a minute from FL100 to 1000ft... what do you wanna do with 4000ft/min? imagine youre at 250 and you have a decompression... in that altitude youd have roughly 3 minutes TUC,... 3 minutes to a "safe alt" of 130. awsome... well if you have no pressurized cabin okay, then you wouldnt go that high, but still,.. everyone was a beginner some day. but this is like engine failure and fire training...
That’s why you put a mask on, dumbass. It’s hurry up types like you that wind up as statistics.
Oh... and this isn’t a fvcking drag happy glorified jump plane the 228 is.
Re comments at end, a lot of pilots are surprised when stall warning doesn't occur at VSW as they think but when the stalling aoa is reached, if you do it smoothly enough you can get a long way into VSW before the stalling aoa (around 7.5 deg pitch at high alt ) is reached. As for comments re adding power, suggest they read the Perpignan excel airways accident for a full description of why this is a bad idea. Stall recovery in swept wing jet takes time at high altitude, you can recover with only 500 ft height loss at low altitude.
True. You can recover with almost no altitude loss under 20'000ft by extending flaps 1. That is a good start
Was this real life or simulator
Full Flight Simulator (FFS). You never do that on a real airliner during an initial training
They made those airfrance pilots do it, but I guess they thought the automated system would kick in
Guys don't post negative stuff on a learning video. OK.....Too many Sky Gods..... PLEASE...
Stall is a function of AOA and so reducing the AOA to the AOA stall is an immediate requirement..not power.It is less a function of speed than AOA stall.Putting in power too rapidly too early can bite your wings into a secondary stall especially with the pitch up coupling effects of under wing engines..additional to the already high AOA due to stalling a swept back engine.So you have to be aggressive in PITCH down initially(dont be alarmed if you need as much as 10 degrees ND initially).Recover with pitch and only after recovery start levelling the wings.Lift is a product of Load Factor and weight.Increasing load factor(which banking does) diminishes lift...so dont be in a haste to bank the plane.Pitch,Power, then wings level is the basic formula.Boeing and Embraer has a useful stall threshhold moustache(hairline) that changes colour depending on severity on approach to the stall.The Airbus stall warning is rather tardy...Embraer changes colour from green to yellow to red depending on % speed to stall and AOA factors.I think introducing that symbol nm Airbus PFD might make stall recovery more effective....otherwise as Airbus has gone so far with FBW technology, why not research auto stall recovery augmentation in its FCCs?
If I recall correctly, stall is a function of power available, velocity, and AOA. Reducing AOA is the most obvious way to escape a stall, but in most situations where the pilot would find themselves in a stall (close to the ground during takeoff/landing), it makes sense as to why most pilots are trained to just "slam TOGA" Additionally, if it took them 9000' to recover, I would think that lowering AOA at that point would just lead to either overspeed, excess wing loading, or an irrecoverable dive.
Two things to point out- as stated, this test simulation was done in good weather. Add Atlantic Tropical Servere storms with potential Super Stall Updrafts built into them that 447 fly right into did not help their situation. If they happen to find themselves in a sudden Deep stall or Super Stall their Elevator control was mute. As shown in countless of videos on 447 even with a few nose down events by pilots the vertical speed and Altimeter shown constant plane dropping extremely fast. Sure typical stall recovers work in a pre stall buffet but maybe not so much in a high altitude deep stall event.
@@Mikinct im sure with 447 they were in toga power which did not help. It was only after the lead pilot heard the first officer flying say he had been pulling up for the past minute he realised and told to nose down. It was to little to late. The was about 90 sec into a -6000fpm stall. With systems disabled to prevent stall inducing stick input. A Lot of thing have been changed since then, especially the pitot design that was vulnerable to extreme freezing and unreliable data
5,000 fpm? RIP ears
its pressurized
Then you catch the cabin, the negative pressure relief opens, and bye bye ear drums.
It's a simulator?
+Skylax Of course it is a simulator
Olivier Rouchard ok
I miss flying on these. Air Oregon used to have them years ago. The original ones had an emergency rocket motor in the tail in case of engine failure.
Hank Fuddle really?
@@user-nw9en1km1w yep
Yep, part number 12NS-350. Easy to remember because it provided, nominally, 350 pounds of thrust for approximately 12 seconds. They had life limits, so when it was time to swap in a new one they'd run a "training" mission where they fired it. It looked awesome, and it was all fun and games burning them 'cause they expired, but no pilot ever wanted to actually need that system. The more powerful engines and CAWI were lifesavers for these things.
Bonjour Olivier. C'est sympa cette video. Instructif car cela illustre aussi tes conditions de travail en Asie du Sud-est. Au plaisir de te revoir à La Robertsau à ton retour. Bons vols. Armand
Cool papa dommage on voit pas la vue
Great video Olivier, very interesting. Thanks for uploading. I'm a single engine FI so I am not familiar with jets and the associated aerodynamics but am aware that it is obviously vastly different from a light aircraft. The amount of height loss that occurs with the stall (9000') is intriguing to say the least. When lowering the nose to break the stall, which arguably should happen fairly rapidly, would you put the height loss to the inertia of the aircraft requiring more time to stabilize? Also I understand that idle power is recommended to prevent a large pitch up reaction, however as a point of interest wouldn't the vertical component of thrust act in the same direction of lift (as in a light aircraft) which results in less height loss at the stall?
+Charlie B Thank you for your comment and I'm not sure why I didn't see it earlier. There are a couple of interesting questions and I'm not sure I am qualified enough to answer all of them with all the arguments. Here is what I know: - Yes a 77 tonnes (metric/kg) aircraft doesn't react the same way as our trusty and loving SEP. - The nose down mouvement of the aircraft at FL350 isn't fast. The inertia and the air density are the main cause. - 9000' loss is due to the this large inertia and also to the fact that during the exercice, we had plenty of altitude to spend. We could have reduced if of a good third. - It is important to pull back the thrust to idle because the engine are much more reactive than the flight control surface at such high altitude and such slow speed. In fact, if the engines give an asymmetric thrust, the aircraft could enter into a spin. My answers are short, but I hope it gives you some ideas on what happens in this scenario.
This is a fascinating video. It is recoverable but at the higher GW it's gonna take a lot longer. (This is where the Boeing fanboys would be whining about joysticks instead of yokes!) #FBWFTW
+kaktus018 because thrust (at such a low speed) introduces a pitch up moment that is hard/impossible to overcome. With power on it would just further stall the aircraft as the nose would raise uncontrollably. The idea is to get out of the stall and then gradually increase thrust back to climb power when the speed begins to build, then recover to normal flight.
Good for you girl, I am most impressed,PS good luck in the future.
Why didn't the instructor gave a specific airspeed to maintain for a proper emergency descent procedure? 160.. 170?.. Very cool video though. The metroliner is a beauty of an aircraft! Thanks for including the audio too!
BEAUTIFUL love to try flying one..
Très belle machine Olivier !
et comment on s'inscrit ?????
Thank you *****. You would be right with a powerful single engine or another wing mounted multiple engines AC or a fighter jet. However, it is really NOT the way to go with pod mounted engines and Airbus (and Boeing + the others) are very clear on that. Those CFM engines are bags of power, at high angle of attack with little energy, the THS (the stabiliser) has very little authority. If you apply TOGA in this case (high altitude stall), the engines will create a super high nose up momentum and it would aggravate the situation. Boeing goes even further. They recommend to reduce thrust to idle BEFORE ordering a nose down attitude. But *****, you are right for a stall warning on take-off. In this case, it is TOGA thrust (if take-off in flex) and 15º pitch up. Hope this helps ;-)
Olivier Rouchard Interesting to learn. So Alpha Floor Prot. won't activate TOGA Lock at high altitude?
***** Yes it will, but in this case, we placed the aircraft from Normal Law to Alternate Law by switching off two of the three ADIRS. The idea is to remove the the speed protections and the Alpha Prot. You can also downgrade to Alt. Law by switching off some ELAC and SFAC off on the overhead panel.
+Olivier Rouchard well one plane wes going to fast and plane broke up
+kaktus018 Yes it would and you would have to disconnect it with the instinctive disconnect button on the thrust levers.
Why don't you set TOGA as soon as the stall warning goes off?
as far as i am aware throttle TOGA is not step 1. i am not an actual pilot but i own a 737-700 sim. Step 1. throttle idle Step 2. rudder right or left depending on which way u r spinning. Step 3. attempt getting into a corkscrew while advancing throttle to 75% Step 4. Throttle TOGA from there just exit the cork screw, u should know how to do that. and also never let airspeed increase above 200kts if it does the plane will be harder to recover. Flaps r optional even tho some people like to put flaps down when doing a stall recovery
Advancing engine power will aggravate the stall, by forcing the nose up. You must exit the stall with a nose down attitude, then power your way out of it with the engines.
1) I'm fairly certain that the TOGA won't engage without N1 stabilization. 2) Advancing throttle in a nose up attitude will push the plane further upwards. You want it nose down to gain speed and then level off
It goes TO/GA lock, automatically, unlike Boeing 🤷🏾♂️
@@spetsnazttv6724 you forgot the pitch down
Wow. 30,000 ft to recover that A330? I'm dumbfounded.
NO
A320
I like it
cool
crappy instructor.. Poor guy is confused
Poor guy? Not really, he is doing just fine. The instructor is extraordinary, with 23'000 hrs logged, former fighter instructor... Obviously you don't know much of anything...
what do you do? Never heard fly the plane.
Hope this guy in right seat does not fly people.
Yes, the guy is actually an Airbus A320 first officer. Why?
What an ignorant comment Greg. The guy is LEARNING for goodness sake. Go troll on some other video.
you are just jealous you douchebag.
+greg estrada jealousy ;)
No Greg, he flies airplanes.
Balaise, Chapeau, respect ! Et puis dis moi ou tu vas faire du ski, il n'y a personne sur la piste ! Génial
He he... We call that a "positive landing". Probably why we fly simulators ;-)
cette super papa
You almost drove the plane on the runway buddy,the flair was abit late.
The SWIFT was originally designed with no rudders (they were fixed), but I have seen a rudder. Is it a new design or is it home made? Do you control it with your feet? I ask because only a joystick is shown here.
This was a good vid, shame the approach and landing wasnt there. I do like the metroliner, nice lil plane.