such a smooth landing and first time in Egypt .......if possible please come in India🇮🇳....I am always welcome u captain sir❤✈️👨🏻✈️❤..SALUTE CAPTAIN SIR✈️👨🏻✈️❤️🇮🇳
Wonderful approach & great landing as always, Captain Stefan. And a great job to the first officer in dealing with the somewhat chaotic controllers. Much love
Super smooth landing, it’s rare to listen to the “FIVE” callout just before landing!! Very interesting approach, with a super deceleration while you are performing the final turn! You're making up for the months without the 321! Lately you fly there often!
Thanks for watching, your good and detailed feedback and for being a supporting member of the channel! You are right: I did several A321 flight over the last time. I assume that the duty schedules continues to be a mix between A319, A320 and A321
Nicely done EWG4T. One question: Why do you so regularly request visual approaches? With a few 1000 hours in the Sim I always love the "convinience" of an ILS Approach. Always happy landings.
Thanks for sharing your good feedback and your question! The main advantages of visual approaches are: Less flight distance, less flight time, less fuel usage, less emissions and way more fun to fly. Sure, the pilot flying needs to invest more brain power than flying a standard 10 mile ILS approach. In addition, a very good situational awareness and a good knowledge of the aircraft performance is required when flying a nice visual approach.
Thanks for watching and your question! The bank angle is 30 degrees at the 15 minute mark. We usually do not do more than 30 degrees for passenger comfort. The autopilot and flight director command is also not doing more 30 degrees of bank. If needed, we could do 67 degrees of bank. This is the maximum possible bank which the fly by wire system allows.
Lovely video, Captain! I didn't know the A321 could be Category D until this video. Thank you for the wonderful visuals and the interesting knowledge we got to gain.
I am sorry about that. This is a postproduction error. The main cockpit audio is only available on the left channel. This is not the normal standard of the videos.
The descent rate of the airplane is not directly related to the descent rate of the cabin. Even if we descent with a high rate, the cabin descent rate will still be very low in comparison. This is due to the pressurized cabin.
@@ApproachandDepartureVideos Thank You for the answer, that’s very cool. I wrote that comment above, because I had some really bad experiences with descending in planes. One of them was in the descent into Palma de Mallorca with a B737-800. When the pilots leveled off for a moment and started the descent again with about -2500 fpm, I got probably the hardest pain I’ve ever felt in my forehead. It had nothing to do with the fact that they were descending a bit faster, it was just a problem I had with the Paranasal sinuses. Since this happened, I m just a bit scared of descending to be honest. I m flying as a glider plane student, and when I m flying with the gliders, I have never had any issues.
I watched your videos for almost two hours while getting my nails done in the beauty studio)) time flew by very quickly. Incredibly beautiful landscapes!!
The ground ATC would give me a headache having to listen to his barking into my ear while having to work the flight deck. I guess after a while you get used to ignoring all communication that is not directed to your own callsign? Are you allowed to leave the frequency once parked?
Thanks for watching and for sharing your feedback! In addition to our communication with ATC, we also always try to understand the communication between nearby airplanes and ATC. This enhances our situational awareness. When parked, we can leave the frequency and switch the radio off until we request the clearance or startup for the next flight. But: Most of the time, we keep the delivery or ground frequency on in the background to hear early about possible delays or other important information.
Welcome to Hurghada I hope u liked the scenery amazing and smooth approach and landing from an amazing pilot thanks for the video I watched every second from it , I hope to see another videos maybe in Sharm next time thanks again
Another beatiful video! I was really wondering if pilots have a preference between the IAE v2500 and CFM 56 engines? Do you like N1 indications more? IMO the IAE sounds better heh. Have a beatiful sunday!
Thanks for watching and your good feedback! My personal preference are the CFM LEAP engines which power the A320 NEO and the A321 NEO. They deliver a great performance, especially at lower altitudes. Also they need more than 20 percent less fuel, have less emissions and are less noisy when compared to the CFM or IAE engines which power the Airbus CEO series. I do not care about N1 or EPR indications. Have a nice day!
I switched on the ILS very early because this ILS also had a DME. The DME shows the distance from the runway. We have to ignore the glideslope indication until we are near the final approach point and almost on the final approach track. Before it may be very unreliable.
NAV is related to Airbus and LNAV is related to Boeing. But they both do the same work of navigating (providing lateral guidence) the aircraft on the planned route. This system usually activates after 400ft above ground level, ofcourse when armed. I hope this lame explanation gives you a rough idea about it. 😅
@@devansh8846 does it act like the heading? As in so the pilots won't have to work too hard to keep the aircraft in the specified heading after takeoff.
@@kwasisb5390 yes. Kind of. In the heading mode, the aircraft will follow the heading(ex:- 180°) entered in the Flight control unit or in the mode control panel. Hence, it will keep flying the current heading forever until changed. In the NAV mode, aircraft will fly the path entered in the Flight Management Computer by the pilots. It is a planned route. That is all the headings, consecutively will be flown. Pilots do not have to enter the different headings again and again to fly on the route.
Hello from Brazil, Captain! Yours videos are so nice and you bring to cabin a charism and respect for all your crew members and spectator. Congratulations!
Thank you so much for watching and for your great feedback! Please tell all the friends of aviation in Brazil about my channel! Thanks in advance for your help! Have a nice day! Many greetings to Brazil!
Can you explain why this aircraft is a approach category D? I found online that this was when the MLW is 77.8 tons instead of 75.5, but I didn't find why some A321 have a different MLW.
In general, the approach category depends on the reference speed Vref at the maximum certified landing weight during the approach. Category D is for 141 knots to 166 knots. Category C for 121 to 140 knots. The A321s are all located close to the border of C to D. Some are C and some are in the D category. You can buy the A321 in different weight variants.
Truly beautifil out there in Egypt, looking outside a rainy and cold day here in germany :-D nice approach, sadly ATC didn´t approve the visual, ,maybe next time! 🙂 Have a nice weekend and thank you fot the video!
We set the lights and the brightness of the screens in a way to make sure that it is most convenient for the pilot flying and gives a good balance between the inside and outside lighting.
Thanks for watching and for sharing your good feedback! You are right, they have 2 very long runways and an instrument landing system. But there is some terrain not that far away. As always, we have to keep our eyes open and closely monitor what is going on. In general, this approach is not very difficult. Have a nice day!
Great video as always, Captain. Looked like interesting speed management when turning onto final with not much room to play with between Vmo and Vls with flap 1 and speedbrake!
Thanks for watching, your good feedback and your question! My understanding that it shows the pitch value at which you have to expect a tail strike. Our max pitch on an A321 during landing shall not exceed 7.5 degrees. When approaching this value we would also hear the "pitch pitch" callout if the airplane is equipped with a tail strike prevention system.
I switched on the ILS early because it also has a DME. We have to ignore the glideslope indication until we are almost at the centerline near the final approach point. Before it may be very unreliable.
Thanks for citing the statistics! I assumed something like this. I flew to Hurghada lots of times over the years and never saw a drop of rain. Yes, there were times with a good amount of sand in the air which reduced the visibility especially at the lower altitudes. But no rain or so.
@@ApproachandDepartureVideos - Thanks for the reply, Captain. Yes, on most of your videos I like to Wikipedia the destination and learn a little about it. Maybe not Manchester, though. 😉 The other thing I pondered upon was whether there was really a need for *two* runways in Hurghada. I can think of busier places that get by fine with just one. Anyway, thanks again. I like to watch all and any cockpit view videos available. Many are enjoyable but yours are by *far* superior to any others. Perfection! If I may ask a slightly personal question, when *you* have a vacation, what is your ideal break? Beaches? Hiking in Scotland or the Alps? Wandering art galleries in Madrid or Paris? Exotic long haul? Extreme sports? lol What kind of activity or place do you prefer? Regards,
Thank you very much for watching and your helpful feedback! Whenever possible, I try to add some extra shots from the inside or the outside. Have a great day!
Dear Captain, I don't know if this is intended or not but if not... When getting the audio on the program you use to edit the video make sure you have two channels or set the audio to mono. We only hear comms from left side.
Thanks for watching and your feedback! I am sorry about that. This is a postproduction error. The main cockpit audio is only available on the left channel. This is not the normal standard of the videos.
Good morning Gentlemen and thank you again for a fascinating approach over some unique terrain. I have one question regarding the side stick, I see you constantly making small adjustments as you approach, am I correct in thinking these adjustments are for altitude, angle of descent etc? Thank you again and have a good day.
Thank you very much for watching, your good feedback and for your support of the channel as a member!!! The adjustments on the stick are made to keep the airplane on the pre defined lateral and the vertical track of the instrument landing system. The use of the stick is very intuitive: If you want to turn the airplane to the right or left, you make an input to the right or left. Or if you want to reduce or increase the descent rate, you pull or push on the stick. In general, the sidestick has the same function like a steering horn or steering column in a conventional airplane. In the conventional airplane, the steering column is connected directly to the ailerons and the elevator. In the Airbus, several computers and hydraulic actuators are installed between the sidestick and the ailerons and the elevator for enhanced flight envelope protection. Have a nice day!
finde die ansprache , nahezu traditionell (1986 iberia air 🤦mallorca...gut fliegen konnten se...) bei lufthansa new york da wurde noch geklatscht ...jahrzehnte später machte ich mich zum affen und klatschte lautstark jubelnd als nach 55min dus-lhr fertig war als einzigster...also manche fluggäste sind noch konzentrierter als ihr piloten
Geklatscht wird immer noch! Insbesondere nach "wackeligen" Anflügen. Aber auch bei schönen und weichen Landungen mit vielen urlaubsfreudigen Touristen an Bord. Bedingt durch die schussfeste Türe hören wir das im Cockpit allerdings nicht immer. Die Kabinencrew berichtet uns dann davon. Das freut uns natürlich. Ansagen aus dem Cockpit für unsere Fluggäste sind auch immer noch selbstverständlich. Auf sehr kurzen Flügen kann es mal nur die Begrüßungsansage sein, die dann auch schon das Wetter am Ziel und die Ankunftszeit einschließt. Auf längeren Flügen gibt es eine Begrüßungsansage, eine Ansage vor der Landung und manchmal auch noch eine oder mehrere Informationen unterwegs. Das hängt natürlich auch von der Arbeitsbelastung der Crew ab und ob es draußen etwas interessantes zu sehen gibt. Bei den Flügen am sehr frühen Morgen schlafen viele Gäste noch. Da verzichten wir auf Ansagen unterwegs, um unsere Gäste nicht aufzuwecken.
@@ApproachandDepartureVideos richtig "arbeitsbelastung" dat bleibt uns fluggästen im verborgenen ...wackelige anflüge 🤔 wenn ich hin&wieder am zaun von dus stehe sieht es "normal" aus - hatte sowas noch nicht nur ruhige flüge ausnahmsweise schreibe ich als ehemaliger kumpel mal "glück ab" (sagte mir mal ein ballonfahrer)
Ich mag die Videos sehr ! Herzlichen Dank, dass du uns einen Einblick in die anspruchsvolle Arbeit eines Piloten gibst. Auf der Karte sind verschiedene Quadrate mit den Zahlen 75//21//92//58 eingetragen. Was bedeuten diese ?
Vielen Dank fürs Anschauen und Dein sehr gutes Feedback! Die Zahlen in der Karte, stellen die MSA dar. MSA steht für Minimum Safe Altitude oder auch Minimum Sektor Altitude. Man hängt an die Zahl noch 2 Nullen und dann hat man die Höhe, die man im gesamten Sektor problemlos mit reichlich Abstand von Hindernissen fliegen kann. Oben links in der Karte sind noch farbige Markierung mit Höhen zu sehen. Diese Farben tauchen in der Karte auch wieder auf und geben weitere Informationen zu den Hinderniss-Höhen. Darüber hinaus sind die Höhen der höchsten Hindernisse mit Zahlen markiert.
Is flap 3 landing more preferable to avoid tailstrike in 321? Personally, I don't get the idea because aircraft already maintains high pitch with flap3, leaving very little room to flare. But I have seen one of country airlines doing it oftenly. (The one in my profile pic)
The Main reason for flaps 3 instead of flaps full is the fuel saving reason, the engines have to work less to maintain the landing speed because of the drag
This was a flaps full landing. With flaps 3, the approach speed would be about 5 knots faster and the pitch value during the flare 2 degrees higher. This would bring the pitch for landing to about 7 degrees instead of 5 degrees with full flaps. Pitch limit for landing is 7.5 degrees for the A321. I do not like flaps 3 in the A321 because it would bring the pitch very close to the limit.
It is sad. But once in a while the plane gets scratched by the ground operations equipment, like moving stairs or so. Usually it is just paint damage or very small dents. The biggest damage I ever saw was a passenger stairs which was driven partly into the trimmable horizontal stabilizer.
I am sorry about that. It looks like a postproduction error. The main cockpit audio is only available on the left channel. This is not the normal standard of the videos.
The approach speed of the A321 is higher. Also the A321 is flying very stable and crosswind does not really matter. Maximum pitch for landing is 7.5 degrees for the A321 versus 10 degrees for the A320. For very short runways, the A319 or A320 is the better airplane.
