Antalya (AYT) Turkey | Approach and landing on runway 18C | Airbus A320 pilots + cockpit views | 4k
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- čas přidán 29. 09. 2022
- Eurowings Airbus A320 approach and landing on runway 18C of Antalya International Airport (AYT/LTAI) in Turkey. With cockpit audio and ATIS (Automatic Terminal Information Service). Cockpit, PFD (Primary Flight Display) and Sidestick views. Filmed with 5 cameras in 4k quality. Captain is pilot flying and first officer pilot monitoring. ATC (air traffic control) callsign is Eurowings 5T(Eurowings Five Tango), Registration D-ABDT.
If you like my videos, please subscribe to my channel: / @approachanddeparturev...
This video is for information purposes only. It does not substitute approved flight training. If you need general or type specific flight training, contact a flight school or a certified flight instructor. Due to technical reasons, the audio may be partly incomplete.
Thank you!
#approachanddeparturevideos #landing #airbuslanding #approach #cockpitview #captainsview #airbus #Antalya #landingantalya #antalyaairport #copyrightsb #copyrightstefanbuntenbach #pilotsatwork #eurowings #A320
It's fascinating to me how such professional and smooth crew cooperation is always maintained. Everyone always knows exactly what the other one is doing and it doesn't matter who is flying together... Really a prime example of communication 👍
Thanks for watching and your detailed feedback and analysis! Have a wonderful day!
Excellent video :D Would you ever consider showing videos of the pre-flight preparations, ATSU AOC handling, performance calculations, loadsheets, the briefing etc. in a departure video? I think it would be fantastic if you could show real insights into those areas! Many thanks, as always.
Thanks for the great detailed feedback! Yes, I consider doing something like that or parts of your suggestions. It may take a while, but I keep it all in mind.
Bitte nie mit diesen Videos aufhören ❤️! Für mich ist es sehr hilfreich, da ich den A320 im Flugsimulator fliege. Echt Klasse 👍
Danke fürs Anschauen und Deine netten Worte! Happy Landings im Simulator und viele Grüße nach Gelsenkirchen!
Καλησπέρα φίλοι μου , υπέροχο ταξίδι και πάλι στην γειτονική μας χώρα με την μεσογειακή ομορφιά , ευχαριστούμε και σας δίνουμε χαιρετισμούς !
Thanks for watching and for your nice words! All the best wishes to Greece!
@@ApproachandDepartureVideos thank you !
What a nice bunch of views to Antalya. The video is very well planned, the pfd camera makes it even better :)
Thanks for watching and the good and helpful feedback!
@@ApproachandDepartureVideos 👍😁
Welcome to Antalya! Hope you have great time here and thanks for the video.
Thanks for watching and your friendly words. Have a nice day!
Daumen hoch!👍🏼👍🏼👍🏼 mit Abstand der beste Aviation Kanal!! LG
Vielen Dank! Bitte weitererzählen! Einen schönen Tag noch!
I really like the short debrief at the gate, it gives us a good impression of what we cannot feel during approach! great! thank you pilots!
Thanks for watching and your detailed feedback! Have a nice day!
That was brilliant!
To get a personal feel from skilled pilots as to some of the nuances of the flight was great!
You guys are awesome, with your skill and dedication to your profession, I cannot find the words.
Schönes Video! Das Taxing bleibt zumindest aus meiner Sicht das komplexeste Vorhaben beim Fliegen, so merkwürdig dies von mir klingen mag. :)
Vielen Dank fürs Anschauen und das Feedback. Das stimmt. Anflüge laufen immer sehr ähnlich ab. Das Rollen ist überall anders und manchmal sehr komplex. Einen schönen Tag noch!
What a gem of a channel :)
Thank you so much! Please tell everybody!
thank you for the upload as always, captain.
Thanks for watching, Sir!
Love the Post Landing Debrief.
Thanks for watching and your feedback! Have a nice day!
Another amazing video, thank you Sir!
Thanks for watching and the great feedback!
Great videos and really informative and very professional, please keep the videos coming, many thanks
Thank your so much for watching and the great feedback! Have a nice day!
Excellent as always, thanks. We have flown on holiday into Antalya many times but always arriving and departing in the dark!! May I make a suggestion? It would be very interesting to include a clip of your approach briefing and then returning to the approach. Terrain is clearly an issue here and you discussed having briefed to go below the MSA etc. Keith
Keith, thanks for watching and for your valuable feedback! Yes, I agree to your suggestion. Especially at airports like Antalya with the terrain and several runways with different approaches, the briefing takes somes time. The videos are usually realtime and start between 10000 and 15000 feet. The briefing is done much earlier. I try to come up with with some kind of solution. It may take some time. Please stay tuned. Have a nice day!
pretty good video... thx so much 💯
Nice to hear that you like the video! Thank you!
Captain seems to have very nice crm skills, great support from fo
Thanks for watching and the friendly words! Have a great day!
Very nice video! Would be really cool to see both the ND and PFD
Thanks for the friendly feedback! Yes, I agree. I also would love to see the ND in the video. It is already always recorded together with the PFD. But due to the angle and reflections it is unusable. I work toward a solution, but it is way more complicated as I originally thought. It may take a while.
Lovely vid thank you😊
Thanks for your friendly comment! Have a nice day!
Greetings from my homeland Antalya 🙋♂️
Thanks for watching and all the best greetings to Antalya!
@@ApproachandDepartureVideos Thank u 😊🙋♂️
Vielen Dank für die Videos, wo allen gezeigt wird, was wirklich im Anflug und am Boden passiert.
Würde mich freuen, wenn es mal ein Hamburg Video geben wird 🙂
Vielen Dank fürs Zuschauen. Ja, ein Hamburg-Video wird es bestimmt geben. Kann nur noch etwas dauern. Bitte noch um Geduld.
Hallo Herr Buntenbach. I only discovered your channel one week ago and I have watched dozens of your recordings already. I love them, I really do. I wanted to be a pilot in my younger child/teen years, being so fanatical about aeroplanes and all; sadly I wasn't gifted with fluent speech, nor encouraging parents.
Alas, watching your clear and amazing videos gives me a glimpse into the enigmatic world I once dreamed of. Thank you for this wonderful access into your office, the professionalism, the gorgeous views and of course thanks to Eurowings for supplying the aircraft haha.
Happy flying Stefan and all the best.
Hello Mr. Walliams, thank you so much for watching my videos, being a subscriber and for sharing your very personal feedback with us. All the best to you!
Great videos thank you! Hope you fly to BCN soon!
Thanks for watching and your feedback! I also hope to fly to Barcelona soon!
@@ApproachandDepartureVideos Well if you do let me know, I’m an atc at BCN tower😉
Wow I’m finally first ❤. Now let’s watch the video😂
Thanks for watching. I hope you like the video.
@@ApproachandDepartureVideos it was a beautiful video like always sir. Keep it up
@@NabeelGames Thank you, sir!
I really loved your videos and welcome to my beautiful city Antalya. Hope you're enjoyed here and I would like to fly with you plane, congrats with these awesome contants.
Thanks for watching and your friendly feedback! I like to fly to Antalya: Nice views, friendly people and always a good service. Have a great day!
Teşekkürler 🇹🇷
Thanks for watching! Have a nice day!
Danke für das - wie immer - tolle Video! Mal eine Fachfrage: Wenn ich es richtig sehe, lässt Du den A/THR im Approach meistens an. Ist das bei Euch eine Company-Vorgabe oder deine persönliche Präferenz? Beste Grüße!
Vielen Dank fürs Anschauen und das gute Feedback! Anflüge sind sowohl mit Autothrust on als auch mit Autothrust off während des Fliegens von Hand erlaubt. Ich fliege häufig mit Autothrust on, mache allerdings auch den einen oder anderen Anflug mit Autothrust off, um in Übung zu bleiben. Wir müssen ja beides gut können. Airbus empfiehlt, den Autothrust "during all phases of flight", also auch beim manuellen Fliegen zu nutzen.
Thanks a lot for your effort, the videos are great and very helpful. It's really interesting to see the collaboration between PM and PF during the approach phase. I have one question or better a wish, would it be possible to have a kind of combined view of PFD and ND in the videos ??? Thanks again and many greeting from near to EDLW 😉
Thanks for watching and the friendly words! Great to hear that you like the videos. The ND is usually already recorded together with the PFD. Due to the angle and reflections it is not that good to read. This is the reason why it is not included in the videos. I still work on a good solution for that. On Saturday, I plan to publish my next video with the ND, even if it is not that good readable. Please stay tuned and let me know if you like that more. All the best greetings to Dortmund!
@@ApproachandDepartureVideos Thx a lot for your fast response, I'm looking forward to your next video(s) and appreciate your consideration of my "wish". 😀
sehr sehr schönes video
Vielen Dank!
Welcome to Turkey
Thank you! Have a nice day!
Great video, as always. Is it possible to squeeze in the ND somehow?
Thanks again for watching! Yes, I work on a solution for the ND Integration. It is already together with the PFD recorded. But not usable due to the angle and reflections. I hope to come up soon with a good solution. Please stay tuned!
Hi Hello Greetings from the Caribbean 🇹🇹🌴🏄🏽♂
Thanks for watching! Greetings to the Caribbean! Have a nice day!
Hi. I love your videos and have a quick question: I've noticed that the pilot-not-flying always keeps their hand on the sidestick during approach. That's something I've not seen before, either on Airbus or on aircraft with a yoke. Is that a Eurowings specific thing? What's the reasoning? Surely it gives the possibility of one pilot inadvertently adding control input without the other knowing (in turbulance, for example). As there's no feedback through that stick I guess the only advantage is to save maybe half a second if the other pilot need to take over, yes? Also I notice you BOTH old the stick even when both autopilots are engaged. Thanks.
Thanks for watching and your question. The pilot monitoring has his or her hand close to the sidestick during the approach for several reasons: He needs to be able to take over the controls immediately at any time, especially if the pilot flying is not using the autopilot. Also, the push to talk switch for the radio is at the sidestick. In addition, the seat position and the armrest are designed in a way that a relaxed seating position automatically places the hand near the sidestick. This all has nothing to do with a certain airline. I worked for several airlines and received training at different training organizations in the US and Europe, even at the factory. It was everywhere taught the same. And as an Airbus typerating instructor, I teach it also this way. This is all about to operate as safely as possible.
Very good CRM..
Thanks for the friendly feedback! Have a great day!
Die Landefreigabe wenige Sekunden vor der Continue Entscheidung ist schon eine Ansage. Zeugt von der völligen Entspanntheit der TOWER-ATC. Schön finde ich im gesamten Video, dass die Herren Piloten auch im AP-Betrieb die Hand nicht von den Sticks lassen.
Ich fliege nur mehr im FS2020. Der simuliert die Trägheiten der Luftfahrzeuge am besten, finde ich.
Vielen Dank fürs Anschauen und das ausführliche Feedback! Späte Landefreigaben sind an Flugplätzen mit viel Verkehr und enger Staffelung standard. Was den „Continue“-Callout am Minimum betrifft, wird höufig angenommen, dass die Landefreigabe dort auch vorliegen muss. Das stimmt jedoch nicht. „Continue“ heißt an der Entscheidungshöhe, dass man ab diesem Punkt ausreichende Sicht hat, um den Anflug fortzusetzen und zu landen. Fast immer liegt dann auch die Landefreigabe bereits vor. Sie ist jedoch erst zum Aufsetzen auf der Bahn erforderlich. Man kann auch nachdem man „Continue“ gesagt hat, noch durchstarten, wenn zum Beispiel die Landefreigabe nicht erfolgt, die Bahn plötzlich blockiert ist oder ein technisches Problem auftritt.
Captain do you use the bird at all or do you prefer the FDs for descent guidance? Many thanks as always
Thanks for the question. I normally use the FDs. For visual approaches or raw data ILS approaches, the FDs are off and I use the bird. Some pilots do not use the bird at all, even during visual or raw data approaches.
ihave been alot in anatlya like 15 times
I only have been to the airport. Antalya looks like a nice area for a good vacation.
@@ApproachandDepartureVideos for the food and hotels we come there
Hello Captain very nice video. Question about single engine taxi: don´t you need way more thrust on the running engine especially when taxiing after a full stop? what´s the amount of fuel you able to save with that procedure in general?
Thanks for watching and the good feedback.
You are right that it needs some more thrust with only one engine running compared with 2 engines to get the plane moving again after a full stop. But in general, savings are significant: One engine (different engine types vary a little) needs about 6 kg fuel per minute when running at idle thrust. The APU needs about 1 kg per minute. We are usually taxiing with idle thrust. So single engine taxi saves about 5 kg fuel per minute of taxi time. In addition, it reduces the number and intensity of brake applications. That helps the brakes to last longer. The engine needs three minute of cooldown time after landing (or better: high thrust application). That means: single engine taxi makes only sense, if the taxi-in time is longer than 3 minutes. I hope that helps a little to clarify. Let me know if you have more questions.
@@ApproachandDepartureVideos Thank you for the detailed answer. it´s clear now to me :)
Good question. I was wondering about that too.
Spike Milligan (British comedian) said that he used to run on one leg to save energy. He did apply to join the Royal Air Force. When asked whether he had ever flown in an aircraft, he replied "No, but I've been upstairs on a bus on my own".
I liked it, late landing clearance, strong accent by the Lady in the tower, but I understood her good, landing checklist no blue?
Yes, „Ecam memo, landing no blue“ means that we have checked the electronic checklist on the Ecam screen. If items are not done, they would be written in blue. All the items, which are done, are written in green. As backup, we also have a paper checklist.
It is possible to show the nd ? Thanks for this great video !!
Thanks for watching and posting a comment! Yes, I am working on adding the ND to the videos. It is already recorded together with the PFD but due to the angle and reflections, the ND part is not usable. I hope to find a solution very soon. Please stay tuned!
Is it Neo or CEO? By the way excellent videos by you. Respect from LTFE ;)
Thanks for watching and your question! Its a CEO. Greetings to Turkey! Have a nice day!
@@ApproachandDepartureVideos have u ever come to the Turkey. It is very difficult to find it in here. If you come to Turkey with a Honeycomb Alpha Yoke, i would pay it for you.
Nice approach with a few mountains along the way. Smooth touchdown.
So, do they really need *three* runways at this airport? It can't be that busy there, I wouldn't have thought.
Thanks for watching and for your feedback!
I fly to Antalya on a regular basis since a long time. It is a very famous vacation spot for tourists from lots of countries. My impression is that the airport can be very busy during the main holiday or vacation seasons. As I flew there first, they only had (todays) runway 18C and runway 18R. As you can see in my video, they are very close together. These 2 runways were better than one. But due to the close proximity, parallel approaches were not possible. Also they had to keep an appropriate distance between the airplanes taking off and landing. Even if it was on the parallel runway because in case of a go around, distances needs to be far enough.
The third runway was constructed far away from the other 2. A parallel use is now possible and even a parallel takeoff on runway 18L would not interfere with a landing on runway 18C or 18R.
In my opinion, there was a real need for runway 18L to enable parallel operations. But in addition to that, they only need runway 18C or runway 18R. Both are not required. But as they both were already there anyhow, now the good thing is if runway 18R or 18C is blocked or has to be maintained, they can use the other one as spare runway and still have 2 runways operational available.
Antalya has some busy traffic indeed, e.g., on 30th July 2022, 1069 aircrafts were handled on a single day which is its new record. In the first 8 months of 2022, more than 9 million passengers were served.
@@ApproachandDepartureVideos - Thanks for the response. I hadn't even considered that the parallel runways were too close for simultaneous operation. That's interesting. I'm curious so I'll look up how busy that airport is, but I can't imagine it's busier than Alicante or Malaga in Spain. And they are single runway airports. Nor Gatwick, for that matter.
It's so great to get answers from someone who's not just an expert, but who actually *flew* the plane in the video! Thanks again!
@@cagatayiris7600 - Sounds like a busy little place. I'll check it out further. Thanks for the info.
sea side landing is looks much better post a video that side if you guys ever use sea side/south runway one day...
The seaside landings in Antalya are always nice. Hopefully I come back soon with the approach over the sea in use. I will for sure tape and publish the approach here.
Great video? How do you know at what altitude to apply different levels of flaps?
Thanks for watching and for your question.
During most of the approaches (there are some exceptions), the following is valid: We have to arrange the approach so that we are latest in landing configuration at 1000 feet above the aerodrome altitude.
We have to use the flaps and slats (Flaps1 means only Slats) to reduce the speed for landing. Without the flaps, we would be very very fast and would need a very very long runway.
When to extend the flaps is not a static altitude. It varies with the airplane and engine type, the weight of the airplane, the wind, the slope of the approach and ATC speed instructions and other factors. A general guideline is: When flying level at about 12 nautical miles final, be established at Green Dot Speed. Set the flaps to one at about one dot below glideslope. This brings you down to S-Speed and you will fly with idle thrust on a 3 degree glideslope. At about 8 nautical miles final, extend the flaps to 2. Now the speed starts a reduction toward F-Speed. At about 6 nm or 1800 to 2000 feet above the airport, extend the landing gear. This drag helps further with the speed reduction. Afterwards extend the flaps to 3 and then to Full. You may even keep the flaps at 3 as a possible landing configuration.
@@ApproachandDepartureVideos What conditions would let you use flaps 3 to land? I've noticed that you nearly always go "Flaps 3 ...Flaps full" almost together after the gear is down. I was wondering why there was a flaps 3 setting at all, as you seem to go to Flaps full very quickly.
@@hailzgeoff Flaps 3 as landing configuration has a little less drag and need a touch of fuel less than flaps full. On the other hand, they need a higher approach speed, a longer landing distance, more braking and the pitch is about 2 degrees higher during the landing. Possible uses for flaps 3 as landing configuration are for example very gusty weather conditions due to the lower drag.
@@ApproachandDepartureVideos Thank you. That makes sense !
can you record both PFD and NAV display?
Thanks for the feedback! The navigation display (ND) is already recorded. But due to the angle there are bad reflections. So I did not publish the picture. I try to find an acceptable solution. Please stay tuned.
Ich bin kein Pilot, würde aber gerne wissen, weshalb der Pilot bei der Landung stets etwas unterhalb des Localizers geblieben ist ?
Unterhalb des Localizers kann man nicht bleiben. Beim Localizer gibt es nur rechts oder links oder mittig. Er zeigt die Abweichung vom Landekurs. Der Glideslope, der auch ein Bestandteil des Instrument Landing Systems ist, zeigt die Abweichung vom vordefinierten Glidepath an. Die eigentliche Landung und der Flare erfolgen normaler Weise immer nach Sicht. Dabei weicht der Glideslope manchmal etwas ab. 1 Dot Abweichung über der Schwelle der Landebahn bedeuten eine minimale Höhenabweichung von nur 7 Fuß.
My mama is excelent!!
Thanks for watching!
That's the first time I've seen the non-flying pilot holding his side-stick throughout.
During the final approach with an Airbus, the pilot monitoring usually has his or her hand at or near the sidestick because the push to talk button for the radio is located on the stick. Also the pilot monitoring must be able to takeover the controls at any time when the pilot monitoring is flying manually.
@@ApproachandDepartureVideos .✅
Exzellent sehr schön gelandet.👏👏👏
Vielen Dank fürs Anschauen und das gute Feedback! Einen schönen Tag!
fabulous video. Only just found your site.
Thanks for the great feedback! Please tell everybody about the channel! All the best to you!
Ow not over sea :(
Sorry, over sea may be the nicer approach. But only for the last minute or so. Hopefully I come back soon and the approaches over the sea are in use. So I can do a video of one of these approaches. Have a nice day.