Thank you for taking the time to watch it. Not my work, obviously, but found it interesting. Thought the video was about to be over and looked down and it was only about 10% through, but I was hooked.
A great educational video, that should be watched by aspiring pilots as well as technology people. This is a great career motivating tool for our young generation. Keep on showing them here.
I thought it was well done and put together like a pro. The diffferent angles and highlighting key landmarks was a nice touch. If you are in the business you know how easy thaey made it look. I love LH and know that they do a great job. Above the wing and below the wing operations are sometimes tough to unite. They always get it done with class !
Question ... to those of your with a lot more experience than I do ... why did the pilot repeat the word "retard" when he touched down on the runway? I'm curious.
Not totally sure, but after the computer recorded call out for retard, I think he repeated it as he actually did it. My guess only but I think pretty close.
For what it is worth W I think this thing normally lands with a hell of a thump The damn machine takes some stopping and I think the guys are keener on the early deck contact ASAP rather than a gentle flare.
Indeed. SOP's for most Airbus craft don't even include an actual flare; you just fly it right down to the runway and let the ground effect slow the descent.
When when you get an odd minute will you take a look at that Tupolev that over shot the runway on landing. So me thing failed brakes and some say thruster stuck.
You know what W..I think Air France always have three up front on this A388. When you work the costs out the extra pair of hands are really cheap when you got 550 plus souls aboard. I am not sure what the other operators do but to me three is the minimum on the flight deck.
Well, this was Lufthansa and I have never seen the inside of a 380 cockpit, but probably not a lot different than that of a 747, which I have seen although never flown. I can remember back in the day that 2 men up front took a lot of getting used to as basically, the same jobs done by 3 were now done by 2. That said, a lot of the mundane stuff that the FE did was combined/consolidated so it wasn't that bad as long as everybody was on the same page
I honestly thing that the third pilot engineer is making a comeback. I hope so anyway. Oh by the way you can't retire yet cause you ain't finised exchanging insults with me on here. Hahaha
Well, I have been back in the air some and will be part time after the 1st of the year. My old company bught a CRJ200 and had it fully mod in/out. We got it Dec 1 and have had it up playing with it some. I'll be training a couple of new guys this next year and flying the old man around a couple times a week. At least that's the plan. We were thinking about 2 years at first but I don't think it will take near that long. Besides, I kinda liked that back porch this past year.lol
Flights lasting more than 8 hours got to have a third and sometimes fourth flight crew member depending on hours accumulated, all as per current regulations.
One always thinks that because 1 is PF and the other not that one has nothing to do. Note that both were busy. Note that the AP came off and Cap had control. As you say, there is just so much there that gets taken for granted
That's what the PF is supposed to do. I would have thought that Auto Pilot should have come off quicker but I couldn't reall see the panel and that may be an AB thing or how he had it programmed. He must have been PF, as I never heard him take the AC back from the FO
I have often flown into San Fransisco and wondered what it's like on the flight deck during the approach. Now I know. Great video,thanks to all involved. Great stuff and thanks for sharing.
Not an unusual Lufthansa landing. Get the aircraft on the ground as soon as possible & hit the brakes...the cost of replacement brakes is a lot cheaper than overhauling engines where reverse thrust has been over-used.
I Googled LHT and here's what Wiki says: From Wikipedia, the free encyclopedia Lufthansa Technik AG (short “LHT”) is the leading manufacturer-independent provider of maintenance, repair and overhaul (MRO) services for aircraft, engines and components. The Lufthansa Technik Group consists of 32 companies with more than 25.500 employees. It is a 100% subsidiary of Deutsche Lufthansa (Lufthansa Group). The most important product of Lufthansa Technik for maintenance and overhaul of aircraft is Total Technical Support TTS. This product integrates all services of Lufthansa Technik.
Yes I see..thanks for pointing that out. LHT gets a lot of work from lots of airlines. The Qantas 388's get maintenance there. The Australian crew's would like it done in the UK though. Now it is not for me to comment why the Aussies are shy of the Germans.
One of the most complete cockpit videos I've ever seen. Shows multiple camera angles including several from the ground. Great stuff!
Because of the water cannon salute upon arrival, I'm guessing that this may have been either Lufthansa's inaugural flight on the route or the first landing of the A380 at SFO.
Thanks W...anyway does your outfit carry stuff for USPS? if the speelings ain't right..too bad... I lost my damn specs If you are plabbing a career ext W I would consider lasics for close stuff...my far vision is damn site better tahn the younger kids.
No cargo, just pax, all planners and consultants. Lasics will work wonderful on single vision but I am in trifocals and have been for several years. It all corrects to 20-20 so it gets past the medical. I ain't gonna worry about it now. As a matter of fact, me and wife just had exam Friday and we will be getting new ones in a week or so.
Thanks... we sometimes get odds and sods in parts from USA suppliers and the USPost tracking system is wunnerful compared to ours in Europe. Love the way you ship stuff from Houston up to Chicago and Otegon stuff down to LA. Great system. Yeah well this year I am sick of grazing in the fields and I think I will take up an offer from a Polish firm. The Germans have overcooked themselves on prices and since the Nazi beheaded my uncle I think I will give 'em something to think about. They offered me a job three years ago...tough, Rock on.
I told you all LHT customises the software haha.....this insistant command is perfectly acceptable to those who are German.... LHT once ripped out all the Microsoft stuff and got Siemens in to redo the whole fleet.
Donna, a word of explanation. The voice you hear saying "retard" is computerized. Modern aircraft like this one are computer controlled all the way to landing (but the box accepts pilot input for course, altitude, etc.). Just before touchdown, the computer automatically reduces engine power to idle speed when the aircraft is above the runway (that quiet moment you experience just before landing). However, it doesn't physically move the throttles back to the idle position. The auto voice is reminding the pilots to manually "Retard" the throttles to idle to match the actual engine speed.
Re my reply below, sorry...I had assumed it was your post, but have just noticed you were explaining for someone else. Anyway, as I said, I completely understood it was a computerized reminder. It was Mr. Wernicke's reference to "a retard" - in spite of all that's been written since, it's still an inappropriate thing to say IMHO.
Interesting.. I'm quite used to hearing "Lufthansa xxx heavy" on the radio, but apparently this monster has its own new designation.. "Lufthansa xxx SUPER"...
I heard that too and wondered if the FAA had made a new designation. All I have ever heard was HEAVY. The actual requirement on HEAVY is as follows: "The "heavy" designation refers to an aircraft that is certificated to operate at a maximum gross takeoff weight greater than 255,000 pounds. It doesn't matter what it actually does weigh on takeoff, but whether or not it is certificated to operate above 255,000 pounds." A notable exception is the 757. Now I think that only the -300 gets in that weight category but most contollers give the entire 757 fleet the HEAVY designation because of wake turbulence, which was one of the primary reasons that the designation came out in the first place
I notice that link/notice that Martin posted was dated in 2007. I didn't retire until 2009. I just flatly missed that one. By the same token, most of my flying was domestic at that time and I just never crossed paths with one. I remember back in the day when the twins were all coming out, it startled me that the 757 got included in the heavy designation on account of the the wake T.
It is just a great video...thoroughly enjoyed it!!! PS...the last time we were at SFO, with all of the construction going on, our plane had to jockey for position, with several "holds" waiting for a space to open up so we could roll into our gate....never imagined a plane could be that agile with so many 180 degree turns just to get where we were going!!!
I imagine only the "poster" knows the answer to that. However, if you haven't viewed it as yet, it can be seen here: http://www.youtube.com/watch?v=AVWADAAnBQA
Nah this is as good as it gets ... believe me. The landong of the 388 is of exteme concern. This really is as good as it gets and the computer can do much worse. The fact is that 400 tonnes is at the limit. Why do tou think thar the 747 and the 787 was developed? Technology at the limits. Not my fault.
I think Ben is right. The Captain was trying to show off. I have had a lot of 380 drivers tell me they use the autoland most of the time; keeps them out of trouble. We see why
W..I think Chalet has fallen out with me...samn shame caudfe she or she ahd a lot to offer in advise...seriously..female flight deck mermbers have so much ro offer....the Polish female engineers in particular...that's why I am so keen to work with 'em..Of courtse Boeing has one lady who really can fly... test pilot..Svetlana Kapanina is another.