A321 windy (up to 42kt) landing sidestick view 

That the company has the 5 ft radio alt call out? It says nothing really

@@Diego38019 Actually it does because it doesn't say five unless the rate of descent is low enough to get the computer to even report it. So the comment is correct and it points to the fact that the pilot brought the plane down very smoothly.

@@Diego38019that’s not true. It shows you have a slow ROD otherwise there is not enough time between the 10 call and touchdown

@@bruce2357 oh ok so any other landing where it doesn’t says 5, is because the ROD is not smooth enough? Not because the aircraft has the call out configured? Got it champ

@@jonathanwhitmore421 perfect, do you mind pointing me out where on the FCOM (or other manual) says which ROD do you need to activate the 5ft call out? I will look into it

The 5ft callout is a customer option, airlines can buy it for nearly every aircraft, it has nothing to do with the smoothness of a landing.

@@Kasi11the 5ft callout is for when you are 5ft above the runway, it has nothing to do with purchases and is on every airbus aircraft.

@@wingless747 On Boeing its a customer option

simulator pilot shut up!

nobody believes you

It’s not unusual for FOs to perform crosswind landings. Leaving the side stick is not the norm but that doesn’t imply loss of control

As someone who flies the A320/321, I can't think of a single reason why I would use the sidestick after derotating the aircraft

In the USA FOs can operate up to the SOP limit, which at my company is 35kts direct crossing limit. Only time captain would take over would be at captain discretion or an auto land but this varies by company.

Demonstrated crosswind called and it’s 38 kts for the A320 family

@@abdurazagbazuti3247 AAL limit is 35 kts.

Why do you think its the only crosswind component?

I didn't see a claim in the description of a crosswind component, only wind velocity. If it was 80 knots straight down the runway it would make for a interesting landing from the ground speed point of view. When I was training back in the 80's we took off in about a 30 knot wind of which only a slight part of that was a crosswind and it was really bizarre because it was like an elevator, our climb gradient was quite significant.

No this is not 'pilot-induced turbulence. There's no such thing. There is over controlling however. When one does too much counter action and then has to counteract that overcontrollerd action. This is a very challenging and hard situation. 42knots wind speed, that's like ~40mph or 79kmph. Plus it states up to so there were either different wind layers or gusts. Meaning at a specific altitude the wind is let's say 20knot then by a couple of 100 feet lowet it's 42knots tops, or it's almost constant but frequently hit by turbulent air at the speed of 42 knots. With the wind speed chaining everything changes. The approach speed, the aircraft attitude (pitch angle) etc, and it's if the wind direction is favourable and blows from ahead (headwind). If it has an angle that makes things harder. More lift on one wing and less lift on the other, hitting the vertical stabiliser making the plane to drift in angle compared to the runway etc... In theory what you wrote is true, smaller inputs equals to smaller rate of action, but the Airbus doesn't really works like that. It has a fly by wire system, meaning every controling hardware is connected to an electrical sensor, the signal processed by many computers and based on the aircraft configuration, the state of the aircraft (is there any failure or malfunction in the systems or not) the computers calculate the necessary position for the controling surfaces when an input is made and then commanding the hydraulic system controllers to move the controlling surfaces to the desired position. In normal law the computers on the Airbus always limit the intensity of the controlling surfaces movements to not exceed 1 g force of load on the aircraft. It's very complex and interesting how different computers and controller systems mixed and fused together in the background.

It does actually. Unlike on ground for cars, the winds are likely gusty in air and and the wind changes its direction (slightly) as we approach towards runway. Also remember that the wind direction and speed affects the aircraft drastically (as it is an *AIR*-craft). So because of this constant veering and backing of winds, the pilot has to constantly apply the stick forces in order to keep the aircraft centred.

​@@suyashgondane oh, that makes sense, but does that mean in high altitude where winds are low this side stick works like power steering. Thanks for the response Suyash .

@@adityavikram3505 At high altitudes , if aircraft has to maintain the flight level, the stick forces are not required (or very minimal inputs are required). This is because at high altitudes as the aircrafts are at high speeds, the aircraft is very stable and centred so we don’t have to apply any stick forces. Similar example can be taken while riding a bicycle, if you are at high speed, your tendency to fall down is very minimal (because you are in stable gyroscopic configuration) , but if you are at slow speeds while riding a bicycle, the tendency of bicycle to fall down is greater thats why its difficult to maintain the bicycle centred at slow speeds. (Try riding a bicycle hands-free at slow speeds, it won’t be possible as compared to when bicycles are at high speeds). But if you want to descend from higher flight level (where external wind factors as less effective as you already know), yes the stick does act like a power steering. Hope you understand mate . :D Cheers!!

@@suyashgondane Thanks for taking the time to offer such a comprehensive explanation to may silly questions, Cheers :)

Max tailwind could be less depending on runway length, temperature, density altitude, weight.

@@bruce2357 that is at the discretion of the pilot, it doesn't change the limit set by the manufacturer. "FCOM - Limitations-12"

Depends on the aircraft, some have max 10 kts tailwind component :)

@@Bikerace333 true👍 I Hope this title Is fake💀

Usually when you notice that you‘ll most likely not make a good approach and or landing. fyi I‘m not a pilot, just sharing what pilots told publically.

Go arounds usually happen during windy conditions because the plane becomes unstable or there is wind shear ahead.

A thingn called windshear, Out of cross wind limits.. or if you just arent happy with how unstable an approach is becoming due to the wind..

Not in terms of controls and instruments. Just you have to be mindful of possible tail-strike due to longer fuselage.

@@devansh8846 yeah, I thought that would be the only difference

Harder to slow down and come down speed brakes are a little less efficient. This is all due to the higher weight/inertia. I fly all of them the same same regarding the flare and lift off.

Push To Talk

As alesandro says, its the Push To Talk Radio button.

Push To Talk

The pilot flying should not have to talk on the radio during approach. Radio calls etc should be done by the pilot monitoring. It is also very unusual for the captain to distract the FO during landing unless a dangerous situation is arising. It’s amazing the amount of stick and rudder movements you make flying visually compared to using the flight director

autopilot disconnection warning/notification

@@adamb910 thanks sir.👍

The first sound is the autopilot disconnect warning, the second sound (three short clicks) is approach capability downgrade.

@@christiaanmurk Thanks sir.

Autopilot disengaged sign...

No, it is practice. I am right handed and I fly the joystick with my left hand. It’s easy.

Dude you never use both hands when landing even if you are flying a yoke plane, One hand always stays on the thrust levers so what you're saying is bs