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Thank you for your videos! Very informative and educative

any chance you can do a tutorial on circling approaches?

Very useful information. Thank you for sharing

Special thanks for explaing in energetic way😊😊

Every year I come back and visit this before doing it in the sims and it just makes everything so much easier, thanks!

Hi. You mentioned GNSS only on the chart. Can you clarify what to deselect then.

How to show channel membership join button on iPhone CZcams App? Can you explain it?

Great video as always! I usually advise de cabin crew that the cabin will be shedded (on ground) for a period after the first engine start, once there will only be one AC source (GEN 1 or 2). It makes a difference for them because ovens and other cabin features may be lost during this procedure, safety video briefing for example may not be available because cabin is shed. I also try to anticipate the reading of the supplementary engine procedure which are usually long.

Absolutely Fantastic. This has given me such a better understanding of the fuel system. Thanks.

Thank you for posting this. I shall be sharing this useful resource.

as a new LTC this was also very helpful

Thanks for your great informative content. Not sure if it's an oversight or error but you definitely have ND1 in ELEC EMER CONFIG as well. I don't believe it's been a mod along the way either. Cheers !

That's not a NEO thing. Latest A320 CEOs also has jet pumps.

Haven’t come across this yet on the line, so thanks for the useful visual reminder on how to do this. A video makes so much more sense than the text in the manuals!

It’s always great to revise / be reminded of these procedures. Videos like these are so much easier to digest than pages of text in the manuals. Thanks for sharing. 😊

Thanks for the video! when hes cleared for appr. from 4000 to 3000 he just OP DES'd and armed appr. Can we use DES mode or V/S around1000 and arm appr insead? then when loc* we can appy G/S above procedure yes?

Thanks for the video! I understand you may not be able to directly comment on this question due to liability etc.. but if you can I'd be happy to hear your two cents on the matter. Is it acceptable to use speed-brakes when in VS mode, as long as the speed target is managed thrust is at idle. For example, you set VS-2000, flaps 2 and gear is down, LOC engaged and your already applying the GS from above. Can we add a bit of speed break to lower the speed a bit more to help with stabilization criteria? Other times when high on profile, I select flaps two, manage speed (approach phase activated) select vs-1500, and then stop any speed increase with a bit of speed brake. No thrust is added on because the speed is well above the next speed target at this point. I find this method to be a lot more controlled than open descent for example, you control your rate, and you have a reliable descent arrow. Cheers

So grateful for this channel. Thanks captain

I do not understand what you really wanted to prove here!!

A fascinating video and also a great reminder of why we perform the GS from above procedure the way we do (i.e. selecting an altitude above our current altitude). Thanks for sharing and for explaining the article so clearly. Definitely food for thought there.

Hi just a quick question why only hyd B+Y lo pr gives u normal law the rest of dua failure gives us alternate law

Hello just wondering how can I become a member of this channel? Appreciate the response Sir.

Hi, Can I have an explanation please : you inserted in progress page GKA (vor) and it gives to you a value, and then you went in radio nav page and you inserted gka as well, so what did you check in this way on the ND ? Thank you,

Thank you! Fantastic as always!

Very nicely explained. Really appreciated the slide with all 3 speed scales at different points of take off. Thank you

Hey! Love your content, it’s so good before sim and command prep - could you go over some of the QRH calculations with run throughs and examples and explanations? And emergency descents over complex terrain (eg Greenland/alps)? Thanks!

You prefer it to the A319 sports jet? Still at least you didn’t say a320 CEO with sharklets.

In elec emer on ground and below 100 kts, the DC BAT BUS is automatically connected. What’s the purpose of this compared to the configuration of flight with batteries only?

I just found your channel! Very good. I am engineer and also maintenance instructor so I know only from engineer side the airbus. But your presentations are very usefull for me to understand the other side of the airbus the flight operations side!

No apology needed. Another great video will lots of good info! Many Thanks.

any videos on a350-900 ?

Awesome! Super beneficial. Can you update it with the recent procedure. Thanks

Epic video! Particularly enjoyed remembering (/learning) that the side-stick controls alpha directly below ValphaProt, and how that relates to the escape manoeuvres! As you say, what an aircraft!

Brilliant. is there a way to correct the speed if it drops below vapp on final coz of the tailwind as in our case ?

Quick question: With the Jet Pump config, we may not be feeding directly from the centre tank to each engine, but essentially we are, as the centre tank fuel is pumped to each inner tank(?). Should there be a fuel contamination in the centre tank, then we would be feeding that contaminated fuel to each engine on takeoff, via the Jet Pumps/Inner tanks (albeit indirectly). Am I correct when I say this, or am I misunderstanding something? To rephrase... with the Jet Pump config, what is preventing a contamination in the centre tank from being fed to both inner tanks (and therefore both engines) during take-off? Thanks in advance!

absolutely brilliant explanation. can you please cover a scenario where outflow valve is stuck and manual operation has no effect.

Thank you so much for the video 🙏Really informative . May I know what’s the reason to switch off the fuel pumps on the A320 during parking check? Is it to avoid the pumps from overheating if there is no fuels in the tanks?