A350 CROSSWIND LANDING 4K 

Merci!

Pay some close attention, they are the same video, however the such different angle makes the landing look different, also live timing and syncing isn’t always gonna be perfect..

@@_itzdzxrk_6911 It is NOT the same video. Clearly fake news. Scam clickbait video.

@@joshadams7788 well then you’re a little blind aren’t ya mate ?

Merci!

Merci!

The KLM way is the Airbus preferred way. IMHO only amateurs land completely side-loaded. p.s. a Wind component of only 10kts is hardly "challenging for a first landing." Remember, these guys transitioning aren't newbies or rookies, but have already thousands of hours under their belt.

@@roguewave1060 It varies per airline SOP but to my knowledge, if the runway is wet and there's a strong crosswind (like in this scenario), you decrab after you touchdown whereas if it was dry but there was a strong crosswind, you do it before you touchdown.

Airbus SOP allows maximum 5 degrees crab angle on touchdown. Crosswind less than 10 knots gives crab angle less than 5 degrees so you can decrab after touchdown. More than 10 knots you have to decrab before touchdown. In this video crosswind component is less than 10 knots so it’s NOT necessary to decrab before touchdown as the crab angle is already less than 5 degrees. But this is theory! Real life is more complicated because wind is always gusty plus turbulence plus headwind or tailwind component. One of my last landings wind was 15 knots gusting 36 knots crosswind component. Near touchdown I received a gust and crab angle increased well above 5 degrees. I tried to decrab but there was 7 knots tailwind component. We passed touchdown zone so I had to perform a go around and perform another approach.

I don't know the procedures for either manufacturer but in terms of GA, we don't 'decrab' but we transition into a sideslip during the round out phase of the landing roll. On approach the aircraft should be in a crab into the wind to maintain centerline. Upon rounding out, the aircraft nose is yawed into centerline. We bank the aircraft so that the upwind gear is positioned first to touch down Upon touchdown: 1. The upwind gear lands 2. The opposing gear lands 3. The nose wheel gear lands. We do this to avoid side loading the aircraft. This procedure may obviously differ from what airliner manufacturers use, but it remains the general procedure to handle a crosswind landing with minimal side loading.

@@harryroberts388 very detailed! thanks for your insight!

Thanks!

Thanks!

Thnaks!

Strong crosswind? 230/14-21 is 10 to 15 kts crosswind… Modern airliners are certified to around 40 kts crosswind

@@diego646464 Yeah but just for me that's strong enough haha

Thanks!

Yea

they are. The runway is dry in the other Video lmao

Same airport but 2 different videos.

yes

Moi aussi

Merci!

Merci!

Thanks!

Merci!

Alors la cam extérieure ne filme pas du tout le même évènement que la cam intérieure par contre... L'avion est au soleil sur la cam extérieure lorsqu'ils atterrissent !

Merci !

Thanks!

Training to transition to the A350 after being a captain on another aircraft.

@@diego646464 ohh okay, thanks

Thanks!

Oui tout à fait, Chalons

Vol de formation du noyau dur d'instructeur. Les instructeurs qui formeront les instructeurs qui formeront les pilotes ( en 2019)

@@HighPressureAviationFilms Ah ok, y a t ils des instructeurs qui forment les instructeurs qui formeront les instructeurs qui formeront les pilotes ?

Common in France for controller's to speak French to French crews/pilots. I haven't flown since the 90s, but I also saw this in Quebec. Not sure if this is still common in Canada.

You think they’d have a special language for your first flight after the simulator? They speak French because they’re French, as Germans would speak German. To ATC they are allowed to speak French because the French make their rules and they can, rest of the world speak English to ATC as that way everyone can understand each other and there isn’t the bewilderment and lack of SA you get at French airports with multiple languages being thrown around.

Thank you both for the clear explanation. I now realize that I mistakenly assumed that all communication with ATC in the Western world is conducted in English, but that was already explained in the video.

Atc is allowed to repond to someone in the local language, but they must respond in English if someone start speaking English! In the big lines, that’s the explanation

@@JM-75003 Aviation enthusiast from Montréal, Québec here : I can confirm it is also very common to speak french to french speaking crews and pilots!

Merci!

To see if he can do it without.

Yay! 🥇 😊

Hehe

@@HighPressureAviationFilms rien de tel qu un bon plateau de fruits de mer après quelques tours de piste...🍺👍✈️

The tail camera is a feature on all A350. On most airlines even the passengers can access it on their screens

99% of the training is on simulator. At some point you need to fly the plane for real.

Another know nothing taking about stuff you don’t understand. Get back to your flight sim and tissues in your bedroom.

tu devrais péter un coup ça te rendrait plus aimable

@@calahan59 a l’international les pilotes français ont mauvaises réputations. A l’image des français de France ;)

@@Mark4lifee Y a des français qui ne sont pas de France ? Toi par contre niveau orthographe t'es pas au top mon pote...

Merci!

@@calahan59 effectivement les pilotes de l’est du Canada ne parle pas français. ;)

ok retourne piloter sur playstation

No

oui une POV cockpit et une POV caméra

@@triiky6195 en fait non

Il ne pleut pas sur la camera du passager où l’on peut s’apercevoir que le fuselage est exposé au soleil alors que depuis le cockpit on peut voir qu’il pleut beaucoup et qu’il y a très peu de visibilité

Clairement pas : la vidéo extérieure montre un toucher à 150 m (deuxièmes marques de piste), celle intérieure un toucher aux plots.