Ist die Frage ernst gemeint…? 🤔😉

I do not know - could you please explain what BTV means?

@@PapaPadde Brake to Vacate, like the A350 and A380. The other Airbuses just have Autobrake Low Medium and Max. In this video it looks like that the Aircraft has another Brake system

Oh yes, now I see what you were referring to!😂 i did not thave that in mind as the models I fly do not have that oprion. It is unique to the A350 and A380. The A346 has a slightly different autobrake panel layout and more settings than the A330 and A343 but still no BTV.

@@PapaPadde okey, thank you🙈 and btw great Videos 💪

prob a generator failure

In order to supply the packs with air during takeoff, you can either leave them on and have them supplied by bleed air from the engines which has an effect on takeoff performance and fuel efficiency or switch them off until climb power is set after takeoff. The third option is to have the APU supply the packs with bleed air. In this case, you have the advantage of being able to use the packs without a performance penalty. In order to do this, you have to have the APU running during takeoff and its bleed supply switched on. So, no generator failure…😉

@@PapaPadde always learning something new

@@PapaPadde Interesting. Thank you for the response

You are more than welcome! 😉

That would have been a very nice coincidence, indeed! :-D

@@PapaPadde : -D Hope so!!

Alles in allem ist es schon ein tolles Flugzeug, keine Frage und ich bin nach wie vor dankbar, es fliegen zu duerfen! Zugeben muss ich allerdings, dass die 343er mittlerweile (optisch) schon in die Jahre gekommen sind und es immer wieder ein besonderes Erlebnis ist, mit den Röhrenbildschirmen zu fliegen. ;-)

@@PapaPadde ja das verstehe ich. Wenn ich was mit alten avionics fliegen muss habe ich da auch immer gemischte Gefühle. Aber ich frage eher wegen der Performance. Ich weiß noch als ich mit der LH452 geflogen bin und wir fast den ganzen Atlantik auf FL280 überquerten wegen Performance limitation nehme ich an.

Was die Performance angeht, ist es manchmal schon etwas 'anstrengendm, da man im Umfeld nicht ganz so flexibel agieren kann, wie ATC oder man selbst es manchmal möchte. Die Atlantik-Querung in FL280 kann auch den Hintergrund gehabt haben, dass aus irgendwelchen Gruenden unterhalb des Tracksystems geflogen werden musste (beginnt in FL290), denn selbst der 343 ist performance-mässig nicht so schlecht, dass er in FL280 den Atlantik ueberqueren muesste... ;-) Habe uebrigens Deinen Kanal abonniert, denn auch ich bin ein car maniac... XD

Oh yes, the end of service is approaching and I am thankful for every flight I am allowed to perform until then!

It is called RealWorld 1.0…😉

@@PapaPadde lol

I flew on the A380 as a passenger only once and liked it a lot. :-)

Hi and thanks for the feedback! Showing my video in your series would be okay with me if you do not forget to credit... ;-)

When did you fly there?

Thank you!

Thank you for the feedback! I might have talked to your dad, then - very nice! :-)

I do not remember the exact numbers but VR was around 155 kts, V2 166 kts, and Vlo was something in between. We do not use Vlo as it has no relevance to the T/O calculation, V1, VR and V2 are important, therefore they are being calculated for every takeoff. Vref is relevant for the approach but Airbus is using VLS - which basically corresponds to Vref - and VAPP. That day VLS was something around 145 kts.

That‘s because it is… the A320/330/340 basically have the same cockpit. As a matter of fact pilots licensed to fly the A330 can also fly the A340…

...if they are rated respectively... ;-)

We take into account the weather conditions, traffic situation, personal fitness and more aspect in order to decide, how long to fly manually. Sometimes, it just does not make sense to fly manually over a prolongued period of time, sometimes it is a good time to train your skills. On that particular flight, I switched on the auto pilot shortly after the video ends.

Das freut mich sehr, zu hören! Vielen Dank für die tolle Rückmeldung und ich drücke die Daumen, dass der Traum in Erfüllung geht!

Vielen Dank, das freut uns sehr! :-)

Been there two weeks ago... ;-)

@@PapaPadde oh cool, the approach routes go over me in pennsylvania, wonder if I saw you

Thank you!! :-D

We are using flex temp on the A346 but I do not remeber the exact values for that day. Sometimes, the difference is quite marginal which could be the reason that you cannot hear the reduction of power so well. Furthermore, we usually climb with a derated thrust (D2).

Ah makes sense does the 346 climb better than the 343 I'm guessing it does lol and which variant is your favorite the a330 343 or 346?

@@PapaPadde I can hear on video that you used Flex 66 which is a high value, meaning not a lot of takeoff thrust hence why the thrust reduction was not audible. If you used Flex 41 on the other hand there would have been a noticeable difference. Additionally, I have come to notice from watching many videos that very high power used on takeoff roll actually makes less sound, on video at least, than using low power. The difference is noticed at thrust reduction.

Yes, the engines of the A346 are more powerful and therefore climb performance is much better. I really like the A346 as it has power and actually feels like a large aircraft. It can be challenging to fly in gusty conditions but apart from that, it is great! The A330 feels more direct, sportier, almost like a heavy A321 and is nice to fly as well. The A343 is a bit more sluggish, especially with high weight but still a classic I am thankful to be able to fly! ;-)

Lol the a346 is my favorite as well interesting on the landing in gusty conditions I thought the extra mass would make it more stable I'm guessing the tailstrike risk

Really? That is awesome!!