DLH_FRA

The arrival itself was about the night flying ban at Frankfurt, but it gives some "rare" footage inside our briefing department. Here is one for the 737 fans.. Filmed a few years ago, so no EFB in this.. Only the workpad http://www.youtube.com/watch?v=qqOg8xvmG-Q&feature=youtube_gdata_player

I would get into serious trouble for posting an internal LH document, so that is of course not something I am willing to do.

This is what we have fitted on the MD11 and across the LH fleet. Here is another link... It's in German, however as we got talking about the Lufthansa way of doing things and the IT we use to calculate things such as takeoff distance. Anyway, the first part of this video is in the LCAG crew room at FRA.. You can see the crews preparing for their flights and updating their workpads via the company network prior to flight. Also has soon good footage of the main deck on the MD11 while she is being loaded. Enjoy!

Hi Manfred, The application on the iTunes store is a sample set of LIDO charts, they also make another program for the iPad which is free to download... However will only work if your airline is a LIDO customer. (however you then get your airlines full route manual)

Drop me a PM with your email. D

It is exactly the same size as the iPad... Actually the iPad works better as apples touchscreen is more user friendly. Much better having your "EFB" working on a display unit such as the iPad than within the simulator itself, it would be just too small within the sim. I just need to work out how to get the GPS out from FSX into the iPad then I can have the aircraft position on our company charts :) If you search on airliners . Net for just Lufthansa cargo and Flightdeck you should get 2 or 3 pictures of the display unit, as I say that runs to basically two laptop docking stations.. And it is each crew members laptop that powers the display.

To say the EFB has been superseded by ACARS is just not correct. If you want a good read go on Lufthansa Systems website. EFB - Electronic Route Manual, Takeoff and Landing Perfomance, Electronic aircraft manuals, electronic tech log, electronic MEL, electronic operations manual, airport moving map. Lots and lots of functions - Lufthansa saved over 1 million sheets of printed paper when we launched the electronic route manual alone, the cost savings are huge. Datalink is expensive and not covers one aspect, the future will see us having our EFB's with inflight connectivity to get updated information inflight. Actually inflight EFB connectivity is a reality today - we have it on a few of the LR aircraft using the Internet from the passenger cabin.

Jonathan, I just tried to link a couple of pictures on here but it did not allow it. Just do a search on airliners . net and search for Lufthansa Cargo, Flightdeck Should bring up a couple of good pictures of the EFB D

The RA statistics would be available on the IATA website, I'm not able to post our company safety newsletter on here as it is considered confidential. But the reports are shared within the airline community. I can say though.. If we have an RA it requires a written report that's submitted to our National Aviation Authority and is actively followed up by them and our own flight safety department. Everytime there is an RA a report is generated, and within the SMS system it will be updated with the route cause.

I'm glad that you all enjoyed it, I just thought it would of done the rounds by now. I asked pilotseye.tv to do another video this time with LH Cargo, so we will have to see if anything comes of it.

Depending on the aircraft here are a few things to keep in mind Turboprop... If you have the option go MAX rpm... then just watch the speed drop off and the way you can drop.. the prop is now acting as a giant speedbrake. Aircraft in general Fly level, get rid of the speed dirty her up (flap and gear) then go down Or keep the speed use it to increase your VS, then once level let it bleed off. Generally it is not a good idea to mix speed reduction along with getting back on profile. But use some or all of the above and you will be fine. Generally compared to a jet a TP can drop like a rock and still make the stable approach gates (by using the props, as i mention above) Dennis

No they were the last words recorded by an airliner out on the west coast of the US, right before he smashed into a Cessna. The Cessna was not in contact with ATC. If i remember correctly all on board will killed and a few on the ground.

This is where we will have to disagree, as I don't think it is at all acceptable for an aircraft to be on in or near an airway and not in contact with ATC. You know see and avoid does not work. How many times do you have an aircraft on TCAS... Both guys looking for it, looking, looking looking and either never see it or see it at the last moment. Even when it is company traffic and your talking to him on the radio to exchange some photographs of each other later.. Your talking to him, you have him on TCAS.. It's still bloody hard to spot him. Remember those words "are we clear of that Cessna yet?" This is getting to be like the spat the FAA got in with BAW, BAW did something against a FAR but within their AOC and within the rules of the CAA. In the end BAW were found to be within the law. (incident engine failure decided to continue to destination, aircraft B747-400)

Oh boy how wrong you are! As FedEx what rules they fly under when in Europe - on inter Europe flights.. You got it FAR 121 When you fly outside of the US which air operators certificate are you using..l the one issued by the FAA... When I fly to the US we operate on our AOC as issued by the German Authorities... And as such we operate to EU Minima, rest rules etc etc etc

The reasons we get TCAS RA's are because there is GA traffic that ATC are not talking to. Our hotspot airports are mainly in Florida. That is the big difference you have GA traffic in the same airspace as airline traffic and that same GA traffic is not required to talk to ATC. Correct me if I'm wrong but there is nothing (other than common sense) stopping a bug smasher flying along a victor airway at +/- 500 feet, VFR and not talking to anyone correct? If you want video evidence of the problem, watch ITVV Airtours International A330 Manchester to Orlando Sanford, they get GA traffic real close to them, and the controller confirms he was not speaking to that traffic. That can't happen in Europe as our airways are controlled and only IFR traffic is in them or crosses them

Of course where an aircraft is registered has something to do with the training! If it has a D on the back then that means it has to conform to the laws and rule of Germany. Or when an N registered aircraft flys in Europe do they suddenly conform to EU-OPS? No they don't! Of course there are some differences in the US, we also have a part 129 certificate. There are or at least was schools in the US conducting only JAA training with JAA examiners under the guidance of their National Aviation Authority. I know in the past, there had been an issue so the student had to get an FAA medical that would allow him to fly solo (but that was it everything else was conducted under the JAA) As I say I was never issued or tested for any US certificates if I had been in a 141 school then I would of had to complete the FAA exams in addition to those of the JAA

No the comment came from an instructor at US Airways, he was the one who mentioned it. As US pilots flying domestically are not exposed to many things, because the US particularly in instances of RT is not the same as ICAO. (this is not to start some kind of argument, as I say these words came from an American) One example, that I am aware of. US Airways came to us as a Star Alliance Member.. Because they were the worst performing airline in UK airspace at CDA and as such were facing fines and slot restrictions. Why? Simply because they are not used to the way things are done... In the US it is very normal to fly level segments, in Europe your airline will face a fine and or slot restrictions. When a controller tells you turn right heading 350, 33 miles to touchdown that means CDA is in effect... Due to the differences in the US the US Airways pilots were not aware of that.... it caused a problem which US Airways has now placed into their training program. (maybe not the best example, but one I have to hand here in front of me)

Yes I have stats to back it up.. The training center also provide training for people outside of the LH group, just because they have a 141 certificate does not mean that is all they do! Hell some of the aircraft are not even N registered.

Our training was not conducted under FAR141, because A, we did not do US check rides, B, the examiner flew across from Germany to conduct the checkrides as he is a JAA examiner. If the training was conducted under part 141 then at the very least in addition to the JAA examinations we would of had to complete the FAA written and flight tests... I can assure you I did not. However, on many occasions I have taken part in GA flying in the US, so again to say I don't know how the system works there is just not correct. I have flown coast to coast in a Archer, not for training just for fun. Anyway, my comment was based on a fact in our company we have a higher rate of TCAS RA's in US airspace than anywhere else in the world. Also airports like JFK etc are CAT B airports for many European airlines... Why? Becuase of the non standard RT that is in use. Thats why many of my American pilot friends find it a big transition when they fly outside the US, because in many ways the US does not follow ICAO - RT being a prime example.

As I say within LH we only take pilots from our own school or other airlines. So it would not make one jot of difference to us. We believe it is the only way to control the quality of the pilot on our flightdecks is to train them according to our own standards.

Our cadet pilot programs are like nothing you have in the US, intact with the FAA changing the rules in the US you may start to see them? But within LH it is where a candidate is select from scratch, and trained from day 1 to be a LH pilot. That's I stated part of that is conducted in AZ due to the weather for the primary training, then after returning to Germany training is conducted in a Citation to get the candidate ready for jet operations, then into the simulator for type conversion and then finally line training. After 1000 hours jet the first officer may apply to go to Lufthansa Cargo (MD11 has a 1000 hour jet requirement) you progress from FO to SFO then to Captain at the moment between 10-15 years for Command. The washout rate to get into training from training is high, remember the company are paying for this - it is not a pay to fly scheme so the size of your wallet is most defiantly not the factor in deciding weather you pass or fail. Step one to getting into LH is the DLR a 4 day process that all pilots have passed within the group no matter if they were a cadet or had several 1000 hours in another airline they all start from the same point. In short it is nothing like the part 141 system, it is a custom program approved by the authority.

I fail to see your point? My point was I'm going to bet I have more hours in US airspace and as such able to pass comment on the issues of GA and commercial traffic being too close together. Oh and correcting your suggestion that European pilots come from ga, they don't (that is a US thing)

No we did not operate under the FAA system, we conducted no FAA tests or got any FAA certificates. Yes we pay a salary in Germany, but in Germany we don't pay for housing and expenses. That is what they pay for the staff who are working there (seconded from LH) I know for a fact it is more expensive, because they are now doing more of it in Europe to cut back on some of the cost.

Yes very much still flying her at the moment, there are a few people within LCAG who have the PMDG sim... Just have to wait until they are bored down route somewhere and they may pop onto avsim.

Actually no Lufthansa pilot comes from GA they are either a cadet, or come from other airlines. They go to AZ because of the weather, not because it is cheaper actually costs more... We have our own staff stationed there. The primary flight trai ing is conducted at the facility we operate out there, again it is there for weather - we don't do anything under the FAA system it is a JAA (now EASA school) I thought user fees were coming to the US now? I know your airlines are sure as hell pushing for them