Nice job! keep pushing

@@firepilot109 Thanks! Merry Christmas

@@Slothblogs It was really busy on that Sunday!

@@nsm1091 We dont have them 😅 only available on the Challenger 3500

@@verse2909 Checklist procedure - moves the bleeds to the apu so you have more thrust, provides a 3rd generator and AC on the ground

@@FatherGapon-gw6yo No one was trying to fly into a mountain, I agree that he could have turned earlier, but this is his first time and you rather be conservative than try to be a hero and end up high and fast. He is well aware of what he can do and he had a plan of action before initiating the approach, there was nothing unsafe in this approach.

Couple of reasons - you move the bleeds to the apu to have more thrust available. It gives you a 3rd generator and provides ac on the ground

Thanks. I’ve never heard of a jet aircraft requiring APU bleed to increase the thrust availability for an approach. Poor design in my opinion. Anyway, safe flying.

Glad you enjoyed it!

@@Redkite6 CRM wise its common for PF while he hands fly the airplane to let the PM twist and turn the MCP, in this situation he wanted to do it, his call, since we are relatively small company you get to fly with the same pilots more often so you do get to a point where you know your co pilot better and your cockpit flow is smoother, I still back him up in everything he does and I wasnt too worried about this approach cause its a visual, so the AP knobs are not that important anyway

@@TheChallengerPilot Thank you Sir, I understand. Have a nice day.

Thanks! Havent been to Eagle yet but i assume it is slightly easier

Better be safe than sorry 🤷‍♂️ every technique has its pros and cons, as long as you make a safe landing its all good

Indeed! Thanks for watching

Thanks for watching!

It is definitely an experience

@@ryanmann3412 FO has been there before, captain’s first time

@@dwapo I just showed him the comment, he laughed haha

I bet haha, were you guys able to so the standard approach with the 6.6 GP? We can only do the visual per the company’s GOM and the Challenger can only do 4.5 degree approaches

seems difficult enough in calm air, which probably doesn't exist in the Rockies.

Thanks buddy!

Haha

I think in places like Norway they paint the runway markings yellow cause it snows there so much, thats something for the FAA to consider maybe

Thanks!

Go Pro Hero 12 on my head 👌

Thanks!

Thanks!

I work for a 135 company, thats all im gonna say, sorry 😅

Also move the bleeds to the apu so you have more available thrust, and to provide AC on the ground

@@Mikinct Yes part of the checklist, it moves the bleed to the apu so the engines have more power, provides a 3rd generator and AC on the ground

@TheChallengerPilot thanks 4 reply. I noticed flying in Flight sim (Perf) / performance page on FMC has (Acrivate Approach). I notice thar even when I lower altitide on autopilot on managed mode on airbus it shows TOD marker on MFD buy plane doesn't decend. Wonder if I need to try activating approach in fmc? When would one do that in real IFR flight? What would ATC have ti say?

@@Mikinct We use VNAV when we descend through an arrival, and after you load the arrival into the FMS and activate VNAV and bug the lowest altitude on that arrival the airplane will descend via that arrival. Not sure how it is on the Airbus, every avionics suite is a little different

Usually you avoid vacating at the end at Aspen, cause the departure is from 33, and then you have no where to vacate to cause you have planes holding short there. Of course if you need to you can use the entire length of the runway, but preferably dont.

@@TheChallengerPilot ah gotcha makes sense

It is quite the experience! Thanks

Since you have to lose a lot of altitude on this approach, you want to have as much drag as you can, to reduce the speed you are moving along the ground to allow more time to descend, plus this was the captains first time there so its better to be conservative than to go around cause you are to high/fast

Everything you said is correct except for the CFI captain part haha, im a cfi but still an FO haha

@@TheChallengerPilot My bad. But such great cockpit management. Hats off to both of you.

@@mita6010 All good, thanks!

Absolutely, thanks for watching!

We do it on every landing, it provides a 3rd generator and moves the bleeds to the apu so the engines have more power, plus you get AC on the ground which is the most important 😂

Thanks!

Glad you enjoyed it!

Thanks!

You don't need to flare too much with this airplane, the ground effect is pretty strong, and this is one of those airports where you prioritize putting the airplane on the runway rather than trying to smooth it out as much as you can

@@TheChallengerPilot okay nice thank you for the feedback. Fly safe I enjoy your videos!

@@PilotlifePOV Thanks!

A couple of reasons, turning on the APU it self provides you both an extra generator, and moves the bleeds to the apu, allowing the engines to have more power. The reason it happens at 10,000 ft is to get it out of the way before you start the approach.

@@TheChallengerPilot Thank you very much for replying. I've been wondering for a while now. 🤔

Thanks for watching!

Haha I bet you could have done it! thanks for watching

Thanks!

Thanks! I got a lot more incoming

@ are you guys speaking German ?

Thank you!

Thanks!

@@flyoverfredusa It is! Thanks