As compared to some of your other (great) videos from Heathrow, I thought the RT here was a much better representation of how busy that airspace can be, with a lot of busy airports in close proximity. Huge respect for the ATCOs and crews operating in that airspace!
Thank you very much for supporting the channel as a member and your good feedback! I agree, ATC does a wonderful job and enable the maximum possible use of the 2 runways of the busiest airport in Europe. Have a nice day!
I think the aircraft coming via Ockham and Biggin are on a different frequency - so that long silence whilst on the downwind doesn’t reflect the true traffic level out there. The merge of these streams is managed by the final director frequency - they have a lot to manage at that point to get everybody spaced and in sequence, hence callsign only to give them maximum time to do their job!
Thank you Captain for including your taxiway tour of our little airport here in West London. 😁 Great to see the areas I don't usually get to see. 👍Sorry you didn't get a view of the castle, but the weather here has been very wet and low cloud lately. Maybe next time? Smashing video as always.
Thanks for watching and your great feedback! I hope to come back soon to get some better views of Windsor castle! Have a nice day! Greetings to London!
This happens once in a while in high density traffic areas. As long as it is no resolution advisory it does not really disturb our flight. When hearing the traffic advisory, we are just highly alerted and ready for a possible TCAS resolution advisory which may require a climb or descent.
Thank you so much for the upload, Captain Stefan! I felt a sense of pride in my country listening to the beautifully clear communications from the controllers. I particularly enjoyed the taxi from 9L into terminal 2. Thank you thank you thank you & all best wishes, hugs and kisses from London.
Thank you very much for your kind words and for sharing your good feedback! I agree, London ATC always speaks very clear and easily understandable. Best greetings to London!
Very nice! Another Heathrow video 🎉 Can't wait to get right into it ;) and just out of interest, will there also be a corresponding departure video? :)
Fantastic video as always! Thank you for giving us these superb insights in your job! Also great job again by Heathrow ATC. Maybe one day there will also be a video of the city approach to 27L/R, for us London enthusiasts ;) Once again thank you so much for your work and effort!
Thank you very much for watching and for sharing your great feedback! I can offer you a link to a night autoland approach which we did to 27R: ua-cam.com/video/lQSB3SQ_2F4/v-deo.html It shows some night views of the city. I hope to come back soon for a day approach or for an approach with no clouds. Have a nice day!
Wow, you've really upped your game with the extra cameras and on-screen displays since I last watched. Everything is displayed so clearly and logically. The setup and editing must take so long! Thanks so much for your effort.
Thanks for coming back to see the newest video! Yes, more cameras and instrument views. This was added about 1.5 years ago or so. You may want to watch even more videos which have been published in that timeframe. Yes, it is now way more work to edit the videos than it has been before. Have a nice day!
Wow! Loved this so much Heathrow is my local and I’m currently training to be a pilot working towards my PPL. I also have a flight sim rig at home the A320 family are my favourite to fly. Good luck on future journeys hope all goes amazing, hope not all airspace’s over in Germany are like Heathrow haha 😂 have a good one captain!
Thank you very much for sharing your good feedback! Heathrow is very special. I think it is one of the most crowded airspaces in the world. In Germany, Frankfurt or Munich sometimes may also get a little busy. Have a nice day!
Super stuff as always! The ever efficient London ATC and Girl Power rules!! Always interesting to see how your work loads increase/decrease. 265 of Lambourne slowly descending fairly quiet. Then over to Director for final positioning, fast instructions/responses, traffic busy around you. And of course, until you are handed over to the Director, you are flying in the North sector with as much traffic in the South Sector. Definitely an airport to be on the top of your game. Thanks for sharing.
It is realy Impressive that this Channel is so succesfull, because it was understood how the perfect camera setup looks alike, so that we avgeeks can see enough of everything and still have the views to see the needed details on the screen. This in combination with enough human-factor in the view and a good audio Quality, you are a genius! As a viewer you are realy feeling like on the Jumpseat. In Combination with the most wonderful crew, this channel is a pefect Balance of everything and I am very sure this will get one of the biggest Cockpitview Channels around. Thank you for your work, making us avgeeks watching a screen for hours without saying a word, fully focused and in pure happiness... keep up the work. Greeting form Germany: )
Thank you so much for watching and for your great and helpful feedback! My goal was and is always to provide a video which replaces a flight on the jumpseat as good as possible. If you watch it on a TV screen it should feel like that you are together with us in the cockpit. It is great to hear the this works out very well. Please tell all your friends in aviation about my channel! Thanks in advance and have a nice day!
These videos are a treasure for me! The amount of details in the video, and every time I watch your weekly videos, I benefit from them every time. Thank you very much, Captain! ❤🩹✈
Superb video, great to see a UK airport, and in particular EGLL again! One quick question to check my understanding, if you have a route discontinuity, you will automatically be downgraded from NAV to HDG without having to touch the FCU once you flown past the fix (I'm guessing in the UK often a release point) ? Many thanks
Thanks for watching, your friendly words and your support of the channel as a member! Your observation is correct! When flying over a waypoint which is followed by a route discontinuity, the flight management system will automatically revert to heading mode and continues on the flown heading. Or: If you have dialed already a certain heading in the FCU, it will turn to this new heading once you have overflown the waypoint.
Very interesting video ! It shows all of what aviation is : fighting with physics to trade speed and altitude, perfect CRM with the heavy workload, you are always one or two steps ahead of the aircraft, it can't be better 👍👍 Thanks for sharing !!
Great video and a lot of “invisible” traffic. 220 knots in descent at that high level is a rare situation, I think! A lot of speed brakes action there! Also interesting when TCAS alerted for “traffic” and you took control. Amazing video
Thanks for watching and for your support of the channel as a member! Usually, we are allowed to fly faster than 220 knots at high altitude. But here - I assume - it was done to avoid a holding pattern or an extended approach. When flying to London, we usually get speed instructions from ATC very early. They do this to optimize the flow of airplanes into London. This are common procedures which are used at lots of busy airports, especially during the rush hours.
Excellent video again. I don't know how you are both able to talk about the continuous activities on the flightdeck, while having to listen out for your call-sign from a very busy ATC ! Questions: 1. @9:00, what was the issue with the requested speed of 160knots, which you rejected? 2. When asked to change frequency, ATC instruct "Call-sign only". Is this a new procedure just from London Area Control Centre (LACC)? 3... @29.06, you received a TCAS warning. This must be very unusual and rare - what happened? Many thanks for your prompt replies.
Thank you very much for your support as a member! We were unable to cross the waypoint at flightlevel 160 with the reduced speed. Without the advised speed reduction it would have been no problem. Even with speedbrakes it was impossible to do it with the reduced speed. Large airports, like London or Munich, usually give the instruction to call the director with callsign only. This helps to declutter the frequency. A TCAS traffic advisory happens once in a while, especially at high density airspace. Resolution advisories which require a change in the flightpath are very rare.
Outstanding! I found myself really concentrating to keep the situational awareness of where you were in relation to the airport and the other traffic on the frequency! What was the thing about 160 knots at Sabre? Was it that you had to be at certain height at waypoint Sabre which was such a steep descent that the plane wouldn't slow to 160 kts even with the speedbrakes out - something like that?
Thanks! We had to keep a speed of 160 knots until 4 nautical miles from the runway. ATC is doing this to enable the best use of the runway. If everybody would fly an own speed on final approach, less airplanes would be able to land at LHR in a given time period. Other large airports introduced similar instructions over the last years. I prefer to fly the 160 knots with flaps 3 and landing gear up. Speedbrakes may be needed to slow down.
Hi Captain, congratulations for your wonderful videos. As a French ATC at Lyon Saint Ex, I was wondering if it’s something unusual/difficult for you to keep 160 to 4. Was that why you decided to put flaps 3 and then lately gear down ? Thank you !
Thank you so much for watching and for your support of the channel as a member! In general, we would fly at 4 miles a speed which is already very close to the final approach speed. Depending on the airplane this is varying a lot. But for example an Airbus A319 may approach with 118 knots or so. A heavy A321 may fly 145 knots. Lots of airlines require their pilots to be established at approach speed at 1000 feet above the threshold elevation. This is at approximately 3 nautical miles from the runway. When ATC requires the pilot to fly 160 to 4, the pilots have 1 mile to slow down to the approach speed of 118 knots or so. This is sometimes impossible. So airlines have moved the stabilized approach altitude to 800 feet to accommodate the ATC request. If we are required by ATC to fly 160 to 4 NM, I usually fly (nonstandard) with flaps 3 to 4 nautical miles final. Then the gear is extended and the speed is set to be managed again which means that the plane would slow down to approach speed. Afterwards, the flaps are set to full as the final landing configuration. Extending the gear that late has the advantage that the gear doors help to decelerate the plane. The Airbus has large gear doors which open for the extension and close again when the gear is down. During the extension, they provide a good amount of additional drag.
A superb video, one of your very best. I always love it when you fly into my home city. It's fantastic to hear all phases of the Heathrow ATC approach, those controllers are amazing.
@@t288msd Thanks for watching and your good feedback! I agree, London ATC does a great job to make sure that approaching and departing pilots from all over the world understand their messages. Have a nice day!
Thanks for watching and your great and helpful feedback! Please tell everybody about my channel! I will try to come up with a solution in regard to the ECAM display. It may take a while. Please stay tuned!
14:24 how did you input into the MCDU the heading after the waypoint LAM. I understand putting the 'flight discontinuity', but how does the system sequence automatically into heading mode? Does it do it because it loses 'NAV mode' (because of the 'flight discontinuity) and automatically goes into 'HDG mode' and the selected heading from the FCU? Or did you program something in the FMGS? I am sorry if I wrote total non-sense but I am no expert.
First of all: Thank you very much for your financial support of the channel as a member! This helps a lot to keep the channel alive! When the routing in the MCDU contains a lateral discontinuity, the NAV mode changes to HDG when overflying the discontinuity waypoint. The heading is usually the heading which was flown previously as track in the NAV mode. If you dial in a certain heading into the FCU before the airplane flies over the discontinuity point, the FMGS will fly this heading instead of the current heading. But we cannot dial in the heading too early because after 45 seconds or so, the pre selected heading will be erased automatically.
@@ApproachandDepartureVideos Thank you for your concise explanation. Would you also care to explain more thoroughly the purpose of the “Vls check” and how Vls and Vapp refer to each other. How do you determine how many kts to add to the pre-selected Vls? Is Vls only applicable with A/THR on? Can u fly below it manually or is it against company SOP?
We compare the VLS which is displayed on the PFD with the VLS which is displayed on the MCDU. The VLS on the PFD is calculated by the FAC on the basis of aerodynamic data. The VLS on the MCDU is calculated on the basis of our entered zero fuel weight from the loadsheet plus the fuel on board. If the VLS on the PFD is higher, we add the difference between the PFD VLS and the MCDU VLS to the approach speed which is displayed on the MCDU. If there is no wind, the FMGS calculates a VAPP of VLS plus 5. The VLS calculation has nothing to do with autothrust. Yes, you can fly manually lower than VLS. You could reduce the speed down to Valpha max. In normal flight operations this is against Airbus and all airlines SOPs. During a ground proximity escape maneuver it may be needed. It requires full backstick and then the speed drops down below VLS to Valphamax. I will make a description video about the VLS check which will be available to the members very soon.
Graet video! According to Wikipedia LHR is the 8th busiest airport in the world. The ATC has a huge advantage over ATL, DFW, JFK et al.: They are polite and speakt English! 🤣
Thanks for watching for sharing your feedback! For me, the TCAS announcement was not scary. Reason is that is was just a traffic advisory and no resolution advisory. We do not want to hear resolution advisories because they usually tell us to climb or descent or so.
@@ApproachandDepartureVideos yeah i assume, but you are pro-pilot and Captain, so the announcement can’t be worrying for you! But for a admirer, like me, it was a bit scary in the “nothing” - seems pretty close in the resolution of the display, though. Clear skies, Captain! :)
Thanks for the amazing video captain , fantastic as usual and waiting for more and more ❤️🥰 Just a question if you let me , why they say when you establish on the loc descend on the glide path , it’s not heard usually from other atcs except in England , other just say cleared for ILS app , why the command is different there? Thanks again
Thanks for watching and your good feedback! You can buy the Airbus A320 with a modification which, after pushing (arming) the approach button, would even descent on the glide path when not fully establshed on the localizer. Our planes cannot do this by intention. So for us the wording Cleared ILS approach would have the same result. We always intercept the localizer first and then follow the glideslope, not the other way around.
Tolles Video! Interessant, dass die An- und Abflugverfahren in Heathrow bei der Verkehrsdichte tatsächlich noch auf konventionellen Anflughilfen basiert... Frankfurt, Paris, etc. haben alle RNAV Verfahren 😅 mir gefällt das konventionelle tatsächlich mehr... LG Jonas
Vielen Dank fürs Anschauen und den Kommentar. In Frankfurt, München … fliegt man bei viel Verkehr auch eine lange RNAV Transition und in London stattdessen ein Holding. Oder es gibt Delay Vektoren. Das Ergebnis ist immer gleich. Allerdings vermute ich, dass die Version mit Vektoren und Holdings personalaufwendiger bei ATC ist.
Wieder ein brillantes Video vom größten Flughafen Europas London Heathrow erstaunlich das dieser Flughafen mit nur zwei Bahnen diesen enormen Verkehr bewältigt leider kommt der Großflughafen östlich von London in dem Themsedelta nicht Danke fürs Mitnehmen ❤
Vielen lieben Dank fürs Anschauen und das gute Feedback! Die Fluglotsen machen hier einen phantastischen Job. Letztendlich sind sie es, die dafür sorgen, dass der Verkehr in dieser Menge überhaupt möglich ist. Einen schönen Tag noch!
Very interesting approach. LON is a really difficult airport with a lot of traffic and taxiing is always a challenge. We have the same in Paris Charles De Gaulle 😀 I loved the way you prepared it with your copilot. That's the key of success .... congratulations and thank you for sharing this with us
Very informative video! I’ve wondered if there is any opportunity to see CPDLC (especially en-route) in action because it is more used in European airspace in comparison to American airspace. I’m not too sure how well that would translate into video content though… Great content regardless!
Thanks for your good feedback! I will try to incorporate the CPDLC communication somehow in a future video. It is not that easy because I am very limited in regard to camera positions on the flight deck. Have a nice day!
Thanks for sharing. Was in the airspace I work until you got handed over to 129.605. Was interested to see the speed reduction and SABER restriction, was never going to happen always good to just let us know
Thank you so much for your hard work at London ATC! You are a great role model for other ATC units in the world: Always polite and very professional, even on a very busy day or hour. There is only the altitude restrriction in the published arrival routing. We calculate the descent based on the altitude restriction, usually with idle power and a standard descent speed of 270 or so. For economical reasons, the descent is also calculated to reach Saber not miles before at the given flightlevel because we are here far below the standard descent path. If then a speed reduction to 220 knots is later added to the descent clearance, it may not work, even with speed brakes. As we see in the video, we were unable to loose enough altitude with the low speed to meet the altitude restriction. If we would get the speed restriction for the descent a while before we start the descent, it wouldn’t be a problem at all. Then we would leave the altitude earlier because a descent at low speed needs more time due to the reduced descent rate. Good would be something like: Descent when ready to cross Saber at FL160, descent speed 220 knots. Or expect speed reduction to 220 knots during the descent. I hope to talk to you on the radio soon! Have a nice day!
Danke, always nice to hear crews say this. We do try and give a descent speed first contact if needed, hopefully rare for us to change it once already in the descent. Was good to see the effect of doing this, it would be good to use this in our training to show how trying to slow you guys down means you end up high on the profile! But by any means, any speed or altitude restraint you can't make, let us know and we'll come up with an alternative plan, it's rarely an issue especially in a situation like above! Keep the video's coming!
Hello Captain. Love your videos, thank you for the content. May I ask why you requested the non standard Flaps 3 during the final approach instead of the regular flap extension. Thank you.
They are asked to maintain 160 until 4DME. Normally you would have flaps 2 then gear then 3. But if you lower the gear you’re going to have enormous drag and having to increase thrust to maintain the higher speed
You're very welcome. This is exactly how Crew Resource Management should work and is a brilliant example to everyone who flies or is involved with any aspect of aviation @@ApproachandDepartureVideos
As usual Sir thank you for another great video! I sometimes wish that I had a First Officer on my Microsoft Flight Simulator A320 NEO to take some of the approach pressures off of me, but sadly the one in the simulator just sits there and operates the radio to ATC! Also did I see you also get flight plan 'discontinuities' in your MCDU? I get them in the simulator as well! Also nice to see that Eurowings are very understanding and allow you to make these films, they are a credit to the aviation industry for allowing you to do this. Regards from a regular viewer, subscriber. Thank you again, and look forward to your next instalment, regards from Clive in the UK.
29:00 Shouldn't ATC prevent such TCAS announcements by maintaining aircraft separation? Or is this just normal in Londons airspace? Also what a quick response, nice. Great content as always.
It was only a traffic advisory. So I think it s ok to hear or see this once in a while. The TCAS is very sensitive. Especially at high density airspaces it may happen, even if the ATC separation is more than enough. We do not want to hear or see resolution advisories which require us to climb or descent.
It was likely an aircraft operating below controlled airspace in the circuit or on the ground at White Waltham airfield operating without Mode C- it'll show as a nuisance Traffic Alert (TA) if it can't interrogate the Mode C but never an RA.
Danke fürs Anschauen! Wir machen vor dem Anflug immer ein Briefing. Manchmal etwas früher und manchmal etwas später. Manchmal warten wir, bis wir wissen, welche Landebahn und welchen Anflug wir bekommen. Manchmal warten wir darauf nicht. Es hängt immer von der individuellen Situation ab. Komplzierte Anflüge briefen wir sehr frühzeitig. Bei Flügen in Lufträumen mit hoher Verkehrsdichte, wie London, briefen wir auch eher frühzeitig.
Thanks for your suggestion. The audio in the video is the original live audio from the flight deck. It is the same composition of interphone and ATC which we hear on the flight deck. We have to monitor ATC also when we do the briefing. I am unable to turn it down just for video purposes. I suggest that you hear the briefing multiple times to fully understand what we say. I am sorry that I cannot provide a better solution.
It is great to hear that my videos help you dealing with your anxiety when flying! There is not the one favorite airport. I like several airports. Examples are Palma de Mallorca, Samos, Santorini, Las Vegas, Puerto Vallarta in Mexico or Catania and Naples in Italy.
Interesting to see that one of the most famous features of Heathrow, the follow the green, was not working for the day! But amazing long video, makes me a bit more ready when my time comes!
I understand that the airways are very busy & you need to maintain situational awareness, but is it really that noisy in your headset? How can you concentrate and communicate with each other with all the chatter in your ears? #respect
Hallo lieber Stefan! As always a nice video. What im interested in: how long does it take for you in average to cut and prepare a video for us? Still the best and detailed videos on UA-cam! Danke für deine Arbeit und viele Grüße! 😃
Hallo Mark! Thank you so much for your support of the channel as a member and for your additional financial support! This helps a lot to keep the channel running! The time to prepare and cut a video is very different from video to video. Sometimes it takes a day. Other videos need way longer. Sometimes I think it will be done very fast and it takes way longer. It is always very difficult to predict. Herzlichen Dank und noch einen schönen Tag! Have a great day!
If would be helpful if you could mute the ATC while for example the approach briefing is taking place, because it's really annoying not hearing you cause of the ATC (which is not adressed to you). Bitte dies zukünftig evtl. in Betracht ziehen. Besten Dank.
Danke für den Vorschlag! Momentan beinhalteten die Videos den Originalton aus dem Cockpit. Der beinhaltet eine Mischung aus unseren Gesprächen, den automatischen Callouts des Flugzeuges und den Funk. Beim Briefing hören wir auch weiterhin dem Funk zu. Zum einen, weil wir vielleicht angesprochen werden und zum anderen, weil wir im Rahmen des Situational Awareness wissen wollen, was um uns herum passiert. Die Videos zeigen das echte Leben im Cockpit in Bild und Ton. Ich behalte trotzdem den Vorschlag im Hinterkopf und schaue mal, ob und wie hier eventuell Veränderungen des Tons möglich sind. Einen schönen Tag noch!
@@ApproachandDepartureVideosErstmal vielen Dank für die ausführliche Antwort! Ist mir schon klar, dass ihr als Piloten den Funk zu jeder Zeit hören müsst, da ihr auch jederzeit angesprochen werden könntet - mir ist es nur aufgefallen, dass ich leider euch beim Briefing manchmal akustisch nicht verstehen kann, da zur gleichen Zeit die ATC "darüber" spricht. Wäre schön, wenn zumindest beim Approach briefing wir euch deutlich und klar akustisch verstehen könnten indem evtl. die Lautstärke der ATC im Nachhinein (Edit) abgesenkt werden könnte... Ansonsten besten Dank für die Mühe im Voraus und für die tollen Videos aus dem Cockpit, es macht echt eine menge Spaß euch zuzuschauen. Ebenso einen schönen Tag noch!
Der ATC-Ton kann derzeit im Nachhinein nicht geändert werden, da es nur eine Tonspur gibt, die genau das aufzeichnet, was wir im Cockpit hören. Das beinhaltet ATC, die automatischen Callouts des Flugzeuges und die interne Kommunikation. Ich glaube aber, dass der Ton insgesamt bei den gerade (Juli 2024) veröffentlichten Videos besser und klarer zu verstehen ist. Vielleicht hilft das ja auch schon.
@@ApproachandDepartureVideos Das hilft schon sehr! Ist deutlicher geworden der Klang. Vielen Dank für die Antwort, macht bitte weiter so. Es macht mir unmenge Spaß euch zuzuschauen - und selber im MSFS die Routen die ihr fliegt zu fliegen. :) Schönen Tag noch! VG
Thanks for sharing your feedback! The audio is the original (live) audio from the cockpit. There is no separate ATC recording or so. The result is that a volume level change between ATC and the pilots is not possible in post production. It varies a little bit from flight to flight due to the different audio volume adjustments of the pilots. This depends also from the used headsets in the cockpit. I hope that the audio will be getting better for you in one of the upcoming videos.
@@ApproachandDepartureVideos Thanks for responding. I totally understand if this is the way the setup works, obviously what you are hearing as pilots is far more important.
Quick question, I'm based at LHR, is it true that yourselves and Lufthansa do not allow First Officers to land on 09L? Just a rumour going round at my company.
If the First Officer is pilot flying, he or she is allowed to land on any runway at LHR airport. We do not have any restrictions. Only in case of a CAT III autoland approaches. Autoland approaches in fog have always to be done by the Captain. But this has nothing to do with LHR and is the same at all other airlines.
Again als always, appreciate the nice video. Thanks for putting so much work in these videos! Ever thought about an extended version with cockpit preparation etc. for the "ultra-nerds"?
Thanks for watching and your good feedback! And thanks for your request. Yes, I try to make more videos which show the preparation ... I published a departure video from DUS airport with detailed explanations: ua-cam.com/video/9ivPYuAgsmA/v-deo.html Also, there is a full flight video available from DUS to MUC, which shows in real time what happens during the flight: ua-cam.com/video/LrSOiUYVek0/v-deo.html
Awesome videos on this channel. But I have one question: to me ATC volume is very distracting and of low quality, is it really that bad in the "real" cockpit audio?
Thanks for watching and for sharing your observations! Yes, what you hear in the video is the "real" cockpit audio. The ATC audio quality is usually not very good. Sometimes it is even way worse than what you hear in the video.
Hey captain :) i absolutely adored your video , the chemistry between you and the first officer was awesome , We really need more pilots like you guys . I can't wait to see again more videos of landings and takeoffs in Greece and our lovely little island airports :) . Also i wanted to ask , i am curious , normally when you descent it's normal to have slow speed right ? . I can't understand why the ATC asked you to speed up at 14:35 to 250 knots .Doesn't this mean that you will arrive faster and therefore you have to decrease the vs ? Maybe she asked this due to traffic ? cause i am pretty sure that Heathrow has tons of planes arriving . Man i wouldn't be able to work as an ATC controller there , i imagine the stress and anxiety levels reach a whole new dimension haha :D
Thank you so much for watching and your very kind feedback! Usually we descent with a speed of about 270 knots or so. If we fly to London or other high density traffic areas, we always get speed instructions. Reason is the traffic situation. Here you see that we first had to slow down very early and afterwards we were requested to increase our speed again. This is all for the benefit of the best use of the airspace. Sure, and flying faster again brings as faster to the airport. London ATC does always a great job. Have a nice day!
I fully agree! It was not scary! It happens in high density airspaces once in a while. As long as you do not get a resolution advisory and hear climb or descent, it is no problem and not dangerous.
Does anyone know why the Bee-Line (which i presume to be brussels airlines) has callsign EB "super" or am I hearing that wrong? I'm pretty sure brussels airlines do not have a 380.
Bealine (note the spelling) Echo Bravo is a tug for British Airways that was towing an A380. Bealine was the callsign for British European Airways which was one of the airlines that merged to form BA. The other one being British Overseas Airways Corporation who had the callsign Speedbird (now used by BA for their international flights)
@@cjmillsnun aaaaaah very cool, thanks! I did know one of British airways old merger companies old callsigns used to be bealine but didn’t know it was carried forwards in THAT way haha thank you!
Good day Gentlemen it is good to see you again. Something I have noticed before but is particularly evident in this video is your (Captains) method of sharing command with the First Officer. You never seem to give an instruction you always include the First Officer asking "what do you think?" or similar thereby sharing the decision making . This is an excellent way of passing on skills and knowledge and you can tell from the reaction of the First Officers that they really take notice. I have wondered before if you have a Training role or a trainer by profession? All the best you both and looking forward to the next.
That is something called CRM. Crew Resource Management. It is standard practice in virtually every airline worldwide with good reason. As I'm sure the Captain will agree, he is human and can make mistakes. Much better to go through his line of thinking with the FO, who is fully qualified. In that way the FO will feel confident to speak up if they feel something isn't right. Back in the early days of airline flying things were very different and the FO might have been afraid to speak up. It's caused accidents in the past.
Thank you very much for your support of the channel as a member! Also thanks a lot for your friendly words about my person. The general idea is that the captain encourages everybody in the crew to give all possible inputs to always achieve the best possible result. We do not care about who gives the input. It is just the result which finally counts. This is our work as a crew. Right now, I am flying as a "normal" captain. At my previous employer, I flew several thousand hours as training- and linecheck-captain. Also, I instructed in the simulator. I still maintain a valid license as an Airbus A318 to A321 typerating instructor. Once in a while, I do instruction in the simulator.
Das ist eine gute Idee. Ich mache das immer. Wenn mal noch etwas zu sehen ist, sollte das eigentlich nicht so sein. Das tut mir leid. Selbst finde ich übrigens relgelmäßig entsprechende Spuren und Fingerabdrücke an allen möglichen Stellen auf dem Glas im Cockpit. Die entferne ich natürlich. Wenn ich das Cockpit verlasse, ist es immer sauberer als vorher.
I am sure Capt Buntenbach you make many watching your videos and flying with you sing the refrain from Bette Midler song "Did you ever know that you're my hero And everything I would like to be? I can fly higher than an eagle For you are the wind beneath my wings... Fly, fly, fly high against the sky So high I almost touch the sky Thank you, thank you Thank God for you, the wind beneath my wings "
This are real people with a very consistent voice. This helps a lot that all the pilots who fly to London from different countries can understand their instructions.
Thanks for watching and your feedback! I understand your concern. But this is the real life when flying to the most busiest airport in Europe which is also one of the busiest airports in the world! It is the original audio from the cockpit. We have to listen to it to get the messages which are for us and the messages for other airplanes help us to get a good situational awareness.
I can only speak from the perspective of someone who has flown some hours towards a private pilots licence, but operating in&out of London Southend which pre-Covid had a lot of A320 & 737 movements mixed with general aviation, you adapt fairly quickly to monitoring the radio traffic whilst communicating in the cockpit.
This is already available and used enroute. For our awareness near the airport, it is very important to hear also the communication with the other traffic.
How lucky the First Officers are to have such a warm, personable but totally professional Captain! Thank you for another excellent video, Sir!
Thank you very much for watching, your good feedback and your kind words about my person! Have a great day!
I often think if i'd fulfilled my dream of becoming a pilot, I would have loved to have him as a Captain to learn from.
I agree!
As compared to some of your other (great) videos from Heathrow, I thought the RT here was a much better representation of how busy that airspace can be, with a lot of busy airports in close proximity.
Huge respect for the ATCOs and crews operating in that airspace!
Thank you very much for supporting the channel as a member and your good feedback! I agree, ATC does a wonderful job and enable the maximum possible use of the 2 runways of the busiest airport in Europe. Have a nice day!
Gosh, that final LTMA controller before you were handed off to Heathrow Director was doing a fantastic job!
I agree and even would say that all the London ATC people do a wonderful job! They are always very polite and professional!
A whole 46 minutes of flying, what a treat 😁
Thank you so much for watching and your financial support of the channel! Have a nice day!
I think the aircraft coming via Ockham and Biggin are on a different frequency - so that long silence whilst on the downwind doesn’t reflect the true traffic level out there.
The merge of these streams is managed by the final director frequency - they have a lot to manage at that point to get everybody spaced and in sequence, hence callsign only to give them maximum time to do their job!
Depending on Traffic levels, they normally have two directors, one running north side, one running south side, feeding Final Director.
Thanks for the detailed explanations!
Love the Heathrow ones, always nice seeing arrivals in the UK
Thanks for watching and for sharing your feedback!
Thank you Captain for including your taxiway tour of our little airport here in West London. 😁 Great to see the areas I don't usually get to see. 👍Sorry you didn't get a view of the castle, but the weather here has been very wet and low cloud lately. Maybe next time? Smashing video as always.
Thanks for watching and your great feedback! I hope to come back soon to get some better views of Windsor castle! Have a nice day! Greetings to London!
Didnt expect the traffic call TCAS, well handled. Love these videos!!
This happens once in a while in high density traffic areas. As long as it is no resolution advisory it does not really disturb our flight. When hearing the traffic advisory, we are just highly alerted and ready for a possible TCAS resolution advisory which may require a climb or descent.
Thank you so much for the upload, Captain Stefan! I felt a sense of pride in my country listening to the beautifully clear communications from the controllers. I particularly enjoyed the taxi from 9L into terminal 2. Thank you thank you thank you & all best wishes, hugs and kisses from London.
Thank you very much for your kind words and for sharing your good feedback! I agree, London ATC always speaks very clear and easily understandable. Best greetings to London!
Very nice! Another Heathrow video 🎉 Can't wait to get right into it ;) and just out of interest, will there also be a corresponding departure video? :)
Thanks for your support as a member! I plan to publish also the departure. But it may take a while. Please stay tuned! Have a great day!
Fantastic video as always! Thank you for giving us these superb insights in your job! Also great job again by Heathrow ATC. Maybe one day there will also be a video of the city approach to 27L/R, for us London enthusiasts ;) Once again thank you so much for your work and effort!
Thank you very much for watching and for sharing your great feedback! I can offer you a link to a night autoland approach which we did to 27R: ua-cam.com/video/lQSB3SQ_2F4/v-deo.html
It shows some night views of the city. I hope to come back soon for a day approach or for an approach with no clouds. Have a nice day!
That is without doubt very busy airspace. Controllers were constantly talking.
It is the busiest airport in Europe. The ATC people do a great job managing all the traffic.
Wow, you've really upped your game with the extra cameras and on-screen displays since I last watched. Everything is displayed so clearly and logically. The setup and editing must take so long! Thanks so much for your effort.
Thanks for coming back to see the newest video! Yes, more cameras and instrument views. This was added about 1.5 years ago or so. You may want to watch even more videos which have been published in that timeframe. Yes, it is now way more work to edit the videos than it has been before. Have a nice day!
Wow, that was excellent, so much action, I think that was my favourite video so far!
Thanks for watching and your helpful feedback! Have a nice day!
Wow! Loved this so much Heathrow is my local and I’m currently training to be a pilot working towards my PPL. I also have a flight sim rig at home the A320 family are my favourite to fly. Good luck on future journeys hope all goes amazing, hope not all airspace’s over in Germany are like Heathrow haha 😂 have a good one captain!
Thank you very much for sharing your good feedback! Heathrow is very special. I think it is one of the most crowded airspaces in the world. In Germany, Frankfurt or Munich sometimes may also get a little busy. Have a nice day!
Fabulous approach and landing captain 🛬
Thanks a lot!
Great cockpit videos. Crew resource management especially impressive
Thank you so much for your kind words! Have a great day!
I don't get why this channel doesn't have 100k+ views on every video! Best cockpit content on UA-cam. Thank you very much 🍻
Thank you very much for your friendly feedback! You can help me and tell everybody about my channel! Thanks a lot in advance for your help!
Super stuff as always! The ever efficient London ATC and Girl Power rules!! Always interesting to see how your work loads increase/decrease. 265 of Lambourne slowly descending fairly quiet. Then over to Director for final positioning, fast instructions/responses, traffic busy around you. And of course, until you are handed over to the Director, you are flying in the North sector with as much traffic in the South Sector. Definitely an airport to be on the top of your game. Thanks for sharing.
Keith, thanks a lot for being a supporting member of the channel, your good feedback and for sharing your observations! Have a nice day!
Thanks for sharing another very interesting arrival into LHR. Gives a real insight into the workload and coordination of all concerned.
Thanks for watching and your feedback!
It is realy Impressive that this Channel is so succesfull, because it was understood how the perfect camera setup looks alike, so that we avgeeks can see enough of everything and still have the views to see the needed details on the screen. This in combination with enough human-factor in the view and a good audio Quality, you are a genius! As a viewer you are realy feeling like on the Jumpseat.
In Combination with the most wonderful crew, this channel is a pefect Balance of everything and I am very sure this will get one of the biggest Cockpitview Channels around.
Thank you for your work, making us avgeeks watching a screen for hours without saying a word, fully focused and in pure happiness...
keep up the work.
Greeting form Germany: )
Thank you so much for watching and for your great and helpful feedback! My goal was and is always to provide a video which replaces a flight on the jumpseat as good as possible. If you watch it on a TV screen it should feel like that you are together with us in the cockpit. It is great to hear the this works out very well. Please tell all your friends in aviation about my channel! Thanks in advance and have a nice day!
These videos are a treasure for me! The amount of details in the video, and every time I watch your weekly videos, I benefit from them every time. Thank you very much, Captain! ❤🩹✈
Thank you very much for your great feedback! It's good to hear that you always benefit from my videos! Have a nice day!
Great video :) always enjoy hearing ATC. Best regards to you and colleagues!
Thanks for watching and your good feedback! Have a great day!
Such an amazing video with a very crowded airspace! Keep them coming captain!
Thanks for watching and your good feedback! Have a nice day!
Very nice, great video and great channel! Happy to subscribe 😊
Thanks for your good feedback and your subscription! Please tell everybody about the channel! Have a nice day!
Once again, thanks so much Stefan 🙂 Your videos are first class 👍 Danke 🙂
Thank you so much for watching and your good feedback! Have a wonderful day!
Brilliant, Just Brilliant.....More Please!!
Thank you very much for the good feedback!
Superb video, great to see a UK airport, and in particular EGLL again! One quick question to check my understanding, if you have a route discontinuity, you will automatically be downgraded from NAV to HDG without having to touch the FCU once you flown past the fix (I'm guessing in the UK often a release point) ? Many thanks
Thanks for watching, your friendly words and your support of the channel as a member! Your observation is correct! When flying over a waypoint which is followed by a route discontinuity, the flight management system will automatically revert to heading mode and continues on the flown heading. Or: If you have dialed already a certain heading in the FCU, it will turn to this new heading once you have overflown the waypoint.
Mate these videos are absolutely brilliant! Thank you for doing this I hope you dont plan on stopping any time soon xD
Glad you like them! Thanks for your good feedback and have a good day!
Very interesting video ! It shows all of what aviation is : fighting with physics to trade speed and altitude, perfect CRM with the heavy workload, you are always one or two steps ahead of the aircraft, it can't be better 👍👍 Thanks for sharing !!
Thank you so much for watching and for sharing your very kind feedback! Have a wonderful day!
Great video and a lot of “invisible” traffic. 220 knots in descent at that high level is a rare situation, I think! A lot of speed brakes action there!
Also interesting when TCAS alerted for “traffic” and you took control.
Amazing video
Thanks for watching and for your support of the channel as a member! Usually, we are allowed to fly faster than 220 knots at high altitude. But here - I assume - it was done to avoid a holding pattern or an extended approach. When flying to London, we usually get speed instructions from ATC very early. They do this to optimize the flow of airplanes into London. This are common procedures which are used at lots of busy airports, especially during the rush hours.
@@ApproachandDepartureVideos Thank you for the explanation!
Captain, once again thank you. I really enjoy especially the LHR one. It's so busy out there.
Thanks for your good feedback! It's great to hear that you like the video! Have a nice day!
Very interesting approach whith a lot of traffic. Thanks Captain
Thanks for watching and your good feedback!
Excellent video again. I don't know how you are both able to talk about the continuous activities on the flightdeck, while having to listen out for your call-sign from a very busy ATC ! Questions: 1. @9:00, what was the issue with the requested speed of 160knots, which you rejected? 2. When asked to change frequency, ATC instruct "Call-sign only". Is this a new procedure just from London Area Control Centre (LACC)? 3... @29.06, you received a TCAS warning. This must be very unusual and rare - what happened? Many thanks for your prompt replies.
Thank you very much for your support as a member! We were unable to cross the waypoint at flightlevel 160 with the reduced speed. Without the advised speed reduction it would have been no problem. Even with speedbrakes it was impossible to do it with the reduced speed. Large airports, like London or Munich, usually give the instruction to call the director with callsign only. This helps to declutter the frequency. A TCAS traffic advisory happens once in a while, especially at high density airspace. Resolution advisories which require a change in the flightpath are very rare.
Excellent video, loved it 👍👍
Thanks for watching and your good feedback!
Outstanding! I found myself really concentrating to keep the situational awareness of where you were in relation to the airport and the other traffic on the frequency! What was the thing about 160 knots at Sabre? Was it that you had to be at certain height at waypoint Sabre which was such a steep descent that the plane wouldn't slow to 160 kts even with the speedbrakes out - something like that?
Thanks! We had to keep a speed of 160 knots until 4 nautical miles from the runway. ATC is doing this to enable the best use of the runway. If everybody would fly an own speed on final approach, less airplanes would be able to land at LHR in a given time period. Other large airports introduced similar instructions over the last years. I prefer to fly the 160 knots with flaps 3 and landing gear up. Speedbrakes may be needed to slow down.
Hi Captain, congratulations for your wonderful videos.
As a French ATC at Lyon Saint Ex, I was wondering if it’s something unusual/difficult for you to keep 160 to 4. Was that why you decided to put flaps 3 and then lately gear down ?
Thank you !
Thank you so much for watching and for your support of the channel as a member! In general, we would fly at 4 miles a speed which is already very close to the final approach speed. Depending on the airplane this is varying a lot. But for example an Airbus A319 may approach with 118 knots or so. A heavy A321 may fly 145 knots. Lots of airlines require their pilots to be established at approach speed at 1000 feet above the threshold elevation. This is at approximately 3 nautical miles from the runway. When ATC requires the pilot to fly 160 to 4, the pilots have 1 mile to slow down to the approach speed of 118 knots or so. This is sometimes impossible. So airlines have moved the stabilized approach altitude to 800 feet to accommodate the ATC request. If we are required by ATC to fly 160 to 4 NM, I usually fly (nonstandard) with flaps 3 to 4 nautical miles final. Then the gear is extended and the speed is set to be managed again which means that the plane would slow down to approach speed. Afterwards, the flaps are set to full as the final landing configuration. Extending the gear that late has the advantage that the gear doors help to decelerate the plane. The Airbus has large gear doors which open for the extension and close again when the gear is down. During the extension, they provide a good amount of additional drag.
A superb video, one of your very best. I always love it when you fly into my home city. It's fantastic to hear all phases of the Heathrow ATC approach, those controllers are amazing.
Thanks for sharing your great feedback! I agree, the London ATC controllers are amazing! Greetings to London!
U.K. ATC so busy but also so understandable and unflustered
@@ApproachandDepartureVideos my comment was that it was understandable and unflustered. It was great. good flight guys
@@t288msd Thanks for watching and your good feedback! I agree, London ATC does a great job to make sure that approaching and departing pilots from all over the world understand their messages. Have a nice day!
love the videos. they are even better than just planes or pilotseye. I would realy like an other camera featuring the ecam display
Thanks for watching and your great and helpful feedback! Please tell everybody about my channel! I will try to come up with a solution in regard to the ECAM display. It may take a while. Please stay tuned!
Great video as always! 👏👍
Thanks again!
14:24 how did you input into the MCDU the heading after the waypoint LAM. I understand putting the 'flight discontinuity', but how does the system sequence automatically into heading mode? Does it do it because it loses 'NAV mode' (because of the 'flight discontinuity) and automatically goes into 'HDG mode' and the selected heading from the FCU? Or did you program something in the FMGS?
I am sorry if I wrote total non-sense but I am no expert.
First of all: Thank you very much for your financial support of the channel as a member! This helps a lot to keep the channel alive!
When the routing in the MCDU contains a lateral discontinuity, the NAV mode changes to HDG when overflying the discontinuity waypoint. The heading is usually the heading which was flown previously as track in the NAV mode. If you dial in a certain heading into the FCU before the airplane flies over the discontinuity point, the FMGS will fly this heading instead of the current heading. But we cannot dial in the heading too early because after 45 seconds or so, the pre selected heading will be erased automatically.
@@ApproachandDepartureVideos
Thank you for your concise explanation. Would you also care to explain more thoroughly the purpose of the “Vls check” and how Vls and Vapp refer to each other. How do you determine how many kts to add to the pre-selected Vls? Is Vls only applicable with A/THR on? Can u fly below it manually or is it against company SOP?
We compare the VLS which is displayed on the PFD with the VLS which is displayed on the MCDU. The VLS on the PFD is calculated by the FAC on the basis of aerodynamic data. The VLS on the MCDU is calculated on the basis of our entered zero fuel weight from the loadsheet plus the fuel on board. If the VLS on the PFD is higher, we add the difference between the PFD VLS and the MCDU VLS to the approach speed which is displayed on the MCDU. If there is no wind, the FMGS calculates a VAPP of VLS plus 5. The VLS calculation has nothing to do with autothrust. Yes, you can fly manually lower than VLS. You could reduce the speed down to Valpha max. In normal flight operations this is against Airbus and all airlines SOPs. During a ground proximity escape maneuver it may be needed. It requires full backstick and then the speed drops down below VLS to Valphamax.
I will make a description video about the VLS check which will be available to the members very soon.
i like the single engine operation after landing , did u turn on the APU or without ??
Thanks for your feedback! Here, we turned on the APU.
Graet video! According to Wikipedia LHR is the 8th busiest airport in the world. The ATC has a huge advantage over ATL, DFW, JFK et al.: They are polite and speakt English! 🤣
Thanks for sharing your comment! I agree, London ATC is always very polite and easy to understand! Have a nice day!
Great landing - so smooth and sure! It was a bit scary with the TCAS traffic announcement in this thick cloud with zero visibility :D
Thanks for watching for sharing your feedback! For me, the TCAS announcement was not scary. Reason is that is was just a traffic advisory and no resolution advisory. We do not want to hear resolution advisories because they usually tell us to climb or descent or so.
@@ApproachandDepartureVideos yeah i assume, but you are pro-pilot and Captain, so the announcement can’t be worrying for you! But for a admirer, like me, it was a bit scary in the “nothing” - seems pretty close in the resolution of the display, though. Clear skies, Captain! :)
Very very very nice......as usual.
Thanks for your great feedback!
Thanks for the amazing video captain , fantastic as usual and waiting for more and more ❤️🥰
Just a question if you let me , why they say when you establish on the loc descend on the glide path , it’s not heard usually from other atcs except in England , other just say cleared for ILS app , why the command is different there?
Thanks again
Thanks for watching and your good feedback! You can buy the Airbus A320 with a modification which, after pushing (arming) the approach button, would even descent on the glide path when not fully establshed on the localizer. Our planes cannot do this by intention. So for us the wording Cleared ILS approach would have the same result. We always intercept the localizer first and then follow the glideslope, not the other way around.
@@ApproachandDepartureVideos thanks captain 🥰
Tolles Video! Interessant, dass die An- und Abflugverfahren in Heathrow bei der Verkehrsdichte tatsächlich noch auf konventionellen Anflughilfen basiert... Frankfurt, Paris, etc. haben alle RNAV Verfahren 😅 mir gefällt das konventionelle tatsächlich mehr...
LG Jonas
Vielen Dank fürs Anschauen und den Kommentar. In Frankfurt, München … fliegt man bei viel Verkehr auch eine lange RNAV Transition und in London stattdessen ein Holding. Oder es gibt Delay Vektoren. Das Ergebnis ist immer gleich. Allerdings vermute ich, dass die Version mit Vektoren und Holdings personalaufwendiger bei ATC ist.
Wieder ein brillantes Video vom größten Flughafen Europas London Heathrow erstaunlich das dieser Flughafen mit nur zwei Bahnen diesen enormen Verkehr bewältigt leider kommt der Großflughafen östlich von London in dem Themsedelta nicht Danke fürs Mitnehmen ❤
Vielen lieben Dank fürs Anschauen und das gute Feedback! Die Fluglotsen machen hier einen phantastischen Job. Letztendlich sind sie es, die dafür sorgen, dass der Verkehr in dieser Menge überhaupt möglich ist. Einen schönen Tag noch!
Now that’s how you do it!!
Thanks for watching and your feedback!
Very interesting approach. LON is a really difficult airport with a lot of traffic and taxiing is always a challenge. We have the same in Paris Charles De Gaulle 😀 I loved the way you prepared it with your copilot. That's the key of success .... congratulations and thank you for sharing this with us
Thank you very much for sharing your detailed comment! I agree, the key to success is a good preparation!
Very informative video! I’ve wondered if there is any opportunity to see CPDLC (especially en-route) in action because it is more used in European airspace in comparison to American airspace. I’m not too sure how well that would translate into video content though… Great content regardless!
Thanks for your good feedback! I will try to incorporate the CPDLC communication somehow in a future video. It is not that easy because I am very limited in regard to camera positions on the flight deck. Have a nice day!
Ευχαριστούμε!
Thank you so much for supporting the channel! Have a great day!
And that, SFO and JFK, is how ATC should be done.
London ATC is always doing a great job: very polite and professional.
wonderful as always!!! thanks a lot
Thanks for the good feedback! Have a great day!
Thanks for sharing. Was in the airspace I work until you got handed over to 129.605. Was interested to see the speed reduction and SABER restriction, was never going to happen always good to just let us know
Thank you so much for your hard work at London ATC! You are a great role model for other ATC units in the world: Always polite and very professional, even on a very busy day or hour. There is only the altitude restrriction in the published arrival routing. We calculate the descent based on the altitude restriction, usually with idle power and a standard descent speed of 270 or so. For economical reasons, the descent is also calculated to reach Saber not miles before at the given flightlevel because we are here far below the standard descent path. If then a speed reduction to 220 knots is later added to the descent clearance, it may not work, even with speed brakes. As we see in the video, we were unable to loose enough altitude with the low speed to meet the altitude restriction. If we would get the speed restriction for the descent a while before we start the descent, it wouldn’t be a problem at all. Then we would leave the altitude earlier because a descent at low speed needs more time due to the reduced descent rate. Good would be something like: Descent when ready to cross Saber at FL160, descent speed 220 knots. Or expect speed reduction to 220 knots during the descent. I hope to talk to you on the radio soon! Have a nice day!
Danke, always nice to hear crews say this. We do try and give a descent speed first contact if needed, hopefully rare for us to change it once already in the descent. Was good to see the effect of doing this, it would be good to use this in our training to show how trying to slow you guys down means you end up high on the profile! But by any means, any speed or altitude restraint you can't make, let us know and we'll come up with an alternative plan, it's rarely an issue especially in a situation like above! Keep the video's coming!
Nice work 👍✈️
Thanks a lot!
Hello Captain. Love your videos, thank you for the content. May I ask why you requested the non standard Flaps 3 during the final approach instead of the regular flap extension. Thank you.
They are asked to maintain 160 until 4DME. Normally you would have flaps 2 then gear then 3. But if you lower the gear you’re going to have enormous drag and having to increase thrust to maintain the higher speed
This is exactly the reason for the non standard configuration.
Excellent CRM!
Thank you very much!
You're very welcome. This is exactly how Crew Resource Management should work and is a brilliant example to everyone who flies or is involved with any aspect of aviation @@ApproachandDepartureVideos
As usual Sir thank you for another great video! I sometimes wish that I had a First Officer on my Microsoft Flight Simulator A320 NEO to take some of the approach pressures off of me, but sadly the one in the simulator just sits there and operates the radio to ATC! Also did I see you also get flight plan 'discontinuities' in your MCDU? I get them in the simulator as well! Also nice to see that Eurowings are very understanding and allow you to make these films, they are a credit to the aviation industry for allowing you to do this. Regards from a regular viewer, subscriber. Thank you again, and look forward to your next instalment, regards from Clive in the UK.
Thank you so much for watching and for sharing your very personal experience! Many greetings to the UK!
29:00 Shouldn't ATC prevent such TCAS announcements by maintaining aircraft separation? Or is this just normal in Londons airspace? Also what a quick response, nice. Great content as always.
It was only a traffic advisory. So I think it s ok to hear or see this once in a while. The TCAS is very sensitive. Especially at high density airspaces it may happen, even if the ATC separation is more than enough. We do not want to hear or see resolution advisories which require us to climb or descent.
It was likely an aircraft operating below controlled airspace in the circuit or on the ground at White Waltham airfield operating without Mode C- it'll show as a nuisance Traffic Alert (TA) if it can't interrogate the Mode C but never an RA.
@@tommo2492 Thanks for the explanation.
Frage: warum das descent Briefing nach dem TOD bzw. Schon im descent ? Oder arrival change und Ihr Brieft neu?
Danke schön für die Antwort :)
Danke fürs Anschauen! Wir machen vor dem Anflug immer ein Briefing. Manchmal etwas früher und manchmal etwas später. Manchmal warten wir, bis wir wissen, welche Landebahn und welchen Anflug wir bekommen. Manchmal warten wir darauf nicht. Es hängt immer von der individuellen Situation ab. Komplzierte Anflüge briefen wir sehr frühzeitig. Bei Flügen in Lufträumen mit hoher Verkehrsdichte, wie London, briefen wir auch eher frühzeitig.
This was so great. shame you didnt have great visuals on approach. Heathrow is my most used airport.
Thanks for your good feedback! I hope to be back soon again with great visuals of Windsor Castle and/or the city!
May I recommend toning down the ATC while the briefing is being done? One cannot clearly hear neither the ATC nor the pilots
Thanks for your suggestion. The audio in the video is the original live audio from the flight deck. It is the same composition of interphone and ATC which we hear on the flight deck. We have to monitor ATC also when we do the briefing. I am unable to turn it down just for video purposes. I suggest that you hear the briefing multiple times to fully understand what we say. I am sorry that I cannot provide a better solution.
Excellent
Thank you!
Another great video. These really help me deal with my anxiety when flying. What is your favourite airport to land or take off from?
It is great to hear that my videos help you dealing with your anxiety when flying! There is not the one favorite airport. I like several airports. Examples are Palma de Mallorca, Samos, Santorini, Las Vegas, Puerto Vallarta in Mexico or Catania and Naples in Italy.
Interesting to see that one of the most famous features of Heathrow, the follow the green, was not working for the day! But amazing long video, makes me a bit more ready when my time comes!
I think they only use that at night
I also think that the green light guidance system is only used during the dark and in low visibility conditions.
I understand that the airways are very busy & you need to maintain situational awareness, but is it really that noisy in your headset? How can you concentrate and communicate with each other with all the chatter in your ears? #respect
Yes, it is the original unmodified audio from the cockpit. After a while you get used to it. It is just a matter of training and routine.
Hallo lieber Stefan! As always a nice video. What im interested in: how long does it take for you in average to cut and prepare a video for us? Still the best and detailed videos on UA-cam! Danke für deine Arbeit und viele Grüße! 😃
Hallo Mark! Thank you so much for your support of the channel as a member and for your additional financial support! This helps a lot to keep the channel running! The time to prepare and cut a video is very different from video to video. Sometimes it takes a day. Other videos need way longer. Sometimes I think it will be done very fast and it takes way longer. It is always very difficult to predict. Herzlichen Dank und noch einen schönen Tag! Have a great day!
So much more work involved getting into Heathrow, the radio traffic is quite intense at times
Thanks for watching and for sharing your observations!
Good stuff
Thanks!
How you manage to concentrate will all that radio chatter is beyond me!
This is just a matter of training. After doing it a while, it is not that difficult anymore.
Was ein spannender Anflug, danke das du uns wieder mitgenommen hast. Deine Videos sind echt immer fantastisch!🤩
Das freut mich! Vielen Dank fürs Anschauen und das gute Feedback!
Sehr cooles Video wir freuen uns auch schon auf den Flug @@ApproachandDepartureVideos
If would be helpful if you could mute the ATC while for example the approach briefing is taking place, because it's really annoying not hearing you cause of the ATC (which is not adressed to you).
Bitte dies zukünftig evtl. in Betracht ziehen. Besten Dank.
Danke für den Vorschlag! Momentan beinhalteten die Videos den Originalton aus dem Cockpit. Der beinhaltet eine Mischung aus unseren Gesprächen, den automatischen Callouts des Flugzeuges und den Funk.
Beim Briefing hören wir auch weiterhin dem Funk zu. Zum einen, weil wir vielleicht angesprochen werden und zum anderen, weil wir im Rahmen des Situational Awareness wissen wollen, was um uns herum passiert.
Die Videos zeigen das echte Leben im Cockpit in Bild und Ton.
Ich behalte trotzdem den Vorschlag im Hinterkopf und schaue mal, ob und wie hier eventuell Veränderungen des Tons möglich sind.
Einen schönen Tag noch!
@@ApproachandDepartureVideosErstmal vielen Dank für die ausführliche Antwort! Ist mir schon klar, dass ihr als Piloten den Funk zu jeder Zeit hören müsst, da ihr auch jederzeit angesprochen werden könntet - mir ist es nur aufgefallen, dass ich leider euch beim Briefing manchmal akustisch nicht verstehen kann, da zur gleichen Zeit die ATC "darüber" spricht.
Wäre schön, wenn zumindest beim Approach briefing wir euch deutlich und klar akustisch verstehen könnten indem evtl. die Lautstärke der ATC im Nachhinein (Edit) abgesenkt werden könnte...
Ansonsten besten Dank für die Mühe im Voraus und für die tollen Videos aus dem Cockpit, es macht echt eine menge Spaß euch zuzuschauen.
Ebenso einen schönen Tag noch!
Der ATC-Ton kann derzeit im Nachhinein nicht geändert werden, da es nur eine Tonspur gibt, die genau das aufzeichnet, was wir im Cockpit hören. Das beinhaltet ATC, die automatischen Callouts des Flugzeuges und die interne Kommunikation. Ich glaube aber, dass der Ton insgesamt bei den gerade (Juli 2024) veröffentlichten Videos besser und klarer zu verstehen ist. Vielleicht hilft das ja auch schon.
@@ApproachandDepartureVideos Das hilft schon sehr! Ist deutlicher geworden der Klang. Vielen Dank für die Antwort, macht bitte weiter so. Es macht mir unmenge Spaß euch zuzuschauen - und selber im MSFS die Routen die ihr fliegt zu fliegen. :) Schönen Tag noch! VG
Maybe tweak the sound a little as the radio is louder than your conversations?
Could be just my ears ofc, see how others feel.
Thanks for sharing your feedback! The audio is the original (live) audio from the cockpit. There is no separate ATC recording or so. The result is that a volume level change between ATC and the pilots is not possible in post production. It varies a little bit from flight to flight due to the different audio volume adjustments of the pilots. This depends also from the used headsets in the cockpit. I hope that the audio will be getting better for you in one of the upcoming videos.
@@ApproachandDepartureVideos Thanks for responding. I totally understand if this is the way the setup works, obviously what you are hearing as pilots is far more important.
Quick question, I'm based at LHR, is it true that yourselves and Lufthansa do not allow First Officers to land on 09L? Just a rumour going round at my company.
If the First Officer is pilot flying, he or she is allowed to land on any runway at LHR airport. We do not have any restrictions. Only in case of a CAT III autoland approaches. Autoland approaches in fog have always to be done by the Captain. But this has nothing to do with LHR and is the same at all other airlines.
@@ApproachandDepartureVideos OK, thanks for the clarification!
Again als always, appreciate the nice video. Thanks for putting so much work in these videos! Ever thought about an extended version with cockpit preparation etc. for the "ultra-nerds"?
Thanks for watching and your good feedback! And thanks for your request. Yes, I try to make more videos which show the preparation ... I published a departure video from DUS airport with detailed explanations: ua-cam.com/video/9ivPYuAgsmA/v-deo.html Also, there is a full flight video available from DUS to MUC, which shows in real time what happens during the flight: ua-cam.com/video/LrSOiUYVek0/v-deo.html
@@ApproachandDepartureVideosExcellent - I must check those out!
That was a long taxi to stand not like Funchal. Thank you
That's right! It was a very long taxi to the stand!
Wie immer ein tolles Video aber hoffe bald wieder auf ein reines deutsches Kommentar Video😝💪🏼
Danke fürs Anschauen und das gute Feedback! Es kommt bestimmt noch mal ein deutsches Video. Kann aber noch etwas dauern. Einen schönen Tag noch!
Lufthansa announcement!
This is Eurowings. But Eurowings is owned by Lufthansa. What makes the announcement a „Lufthansa announcement“? Please tell me. Have a nice day!
Was it your last flight of the day?
Unlikely since low-cost point-to-point airlines like Eurowings usually don't do crew layovers. Usually, you terminate your shift at your home base.
No. It was the first flight of the day and 3 more flights followed after this one until we were getting back to the home base in the evening.
Awesome videos on this channel. But I have one question: to me ATC volume is very distracting and of low quality, is it really that bad in the "real" cockpit audio?
Thanks for watching and for sharing your observations! Yes, what you hear in the video is the "real" cockpit audio. The ATC audio quality is usually not very good. Sometimes it is even way worse than what you hear in the video.
Hey captain :) i absolutely adored your video , the chemistry between you and the first officer was awesome , We really need more pilots like you guys . I can't wait to see again more videos of landings and takeoffs in Greece and our lovely little island airports :) . Also i wanted to ask , i am curious , normally when you descent it's normal to have slow speed right ? . I can't understand why the ATC asked you to speed up at 14:35 to 250 knots .Doesn't this mean that you will arrive faster and therefore you have to decrease the vs ? Maybe she asked this due to traffic ? cause i am pretty sure that Heathrow has tons of planes arriving . Man i wouldn't be able to work as an ATC controller there , i imagine the stress and anxiety levels reach a whole new dimension haha :D
Thank you so much for watching and your very kind feedback! Usually we descent with a speed of about 270 knots or so. If we fly to London or other high density traffic areas, we always get speed instructions. Reason is the traffic situation. Here you see that we first had to slow down very early and afterwards we were requested to increase our speed again. This is all for the benefit of the best use of the airspace. Sure, and flying faster again brings as faster to the airport. London ATC does always a great job. Have a nice day!
29.05, "Traffic, Traffic" that was scarry 😮🤔
Nah. When it Says DESCEND DESCEND or CLIMB CLIMB. That's when it's scary.
I fully agree! It was not scary! It happens in high density airspaces once in a while. As long as you do not get a resolution advisory and hear climb or descent, it is no problem and not dangerous.
Does anyone know why the Bee-Line (which i presume to be brussels airlines) has callsign EB "super" or am I hearing that wrong? I'm pretty sure brussels airlines do not have a 380.
Bealine (note the spelling) Echo Bravo is a tug for British Airways that was towing an A380. Bealine was the callsign for British European Airways which was one of the airlines that merged to form BA. The other one being British Overseas Airways Corporation who had the callsign Speedbird (now used by BA for their international flights)
@@cjmillsnun aaaaaah very cool, thanks! I did know one of British airways old merger companies old callsigns used to be bealine but didn’t know it was carried forwards in THAT way haha thank you!
Thanks for the question and the explanations! I also was wondering about the callsign.
Good day Gentlemen it is good to see you again.
Something I have noticed before but is particularly evident in this video is your (Captains) method of sharing command with the First Officer. You never seem to give an instruction you always include the First Officer asking "what do you think?" or similar thereby sharing the decision making . This is an excellent way of passing on skills and knowledge and you can tell from the reaction of the First Officers that they really take notice. I have wondered before if you have a Training role or a trainer by profession?
All the best you both and looking forward to the next.
That is something called CRM. Crew Resource Management. It is standard practice in virtually every airline worldwide with good reason.
As I'm sure the Captain will agree, he is human and can make mistakes. Much better to go through his line of thinking with the FO, who is fully qualified. In that way the FO will feel confident to speak up if they feel something isn't right.
Back in the early days of airline flying things were very different and the FO might have been afraid to speak up. It's caused accidents in the past.
Thank you very much for your support of the channel as a member! Also thanks a lot for your friendly words about my person. The general idea is that the captain encourages everybody in the crew to give all possible inputs to always achieve the best possible result. We do not care about who gives the input. It is just the result which finally counts. This is our work as a crew. Right now, I am flying as a "normal" captain. At my previous employer, I flew several thousand hours as training- and linecheck-captain. Also, I instructed in the simulator. I still maintain a valid license as an Airbus A318 to A321 typerating instructor. Once in a while, I do instruction in the simulator.
@@ApproachandDepartureVideos Thank you for the reply Captain I am not surprised that you have such credentials.
@@cjmillsnun Thank you, it is very good practice for anyone in a leadership role, sadly it doesn't always happen in other professions / walks of life.
Welcome to LHR captain great video as usual professional people who fly these wonderful aircraft ❤
Thanks for watching and your friendly words! Have a good day!
Pack em rack em and stack em...
Thanks for watching!
😊
Thanks for watching!
Bitte Saugnapfspuren an Scheiben im Cockpit entfernen !!!!!
Das ist eine gute Idee. Ich mache das immer. Wenn mal noch etwas zu sehen ist, sollte das eigentlich nicht so sein. Das tut mir leid. Selbst finde ich übrigens relgelmäßig entsprechende Spuren und Fingerabdrücke an allen möglichen Stellen auf dem Glas im Cockpit. Die entferne ich natürlich. Wenn ich das Cockpit verlasse, ist es immer sauberer als vorher.
Sehr gut wir immer! Schönen Samstag
Vielen Dank und noch einen schönen Tag!
I am sure Capt Buntenbach you make many watching your videos and flying with you sing the refrain from Bette Midler song "Did you ever know that you're my hero
And everything I would like to be? I can fly higher than an eagle For you are the wind beneath my wings... Fly, fly, fly high against the sky So high I almost touch the sky
Thank you, thank you Thank God for you, the wind beneath my wings "
Thank you so much for watching my videos and the very kind and friendly words about my person!! Have a great day! All my best wishes to you!
why london control sounds like AI
This are real people with a very consistent voice. This helps a lot that all the pilots who fly to London from different countries can understand their instructions.
MY GOD TOO MUCH OTHER RADIO TRAFFIC NOISE - TOTALLY DESTROYS THE VIDEO! THERE MUST SURELY BE SOME WAY TO FILTER THIS OUT?
Thanks for watching and your feedback! I understand your concern. But this is the real life when flying to the most busiest airport in Europe which is also one of the busiest airports in the world! It is the original audio from the cockpit. We have to listen to it to get the messages which are for us and the messages for other airplanes help us to get a good situational awareness.
agreed I think it's a totally unneccesary load on the pilots. Not sure how they haven't invented some direct messaging/communication system
I can only speak from the perspective of someone who has flown some hours towards a private pilots licence, but operating in&out of London Southend which pre-Covid had a lot of A320 & 737 movements mixed with general aviation, you adapt fairly quickly to monitoring the radio traffic whilst communicating in the cockpit.
This is already available and used enroute. For our awareness near the airport, it is very important to hear also the communication with the other traffic.
@@yes-ni1odtalking as is faster and you get situational awareness by listening to other aircraft and can anticipate what might happen next