Swiss Airbus A340-300 Cockpit Zurich🇨🇭 to San Francisco🇺🇸

Swiss Airbus A340-300 Cockpit Zurich🇨🇭 to San Francisco🇺🇸

Good morning everybody on our flight to San Francisco we get uh the flight planning documents from our dispatcher Marcos ier with me first officer Mark Shredder and uh Daniel clner my name is luchano Gan so let’s start please marus all your our planning today it’s a minimum time track by the north

Too scenario is with Prestwick Keck sunre EIT Churchill Edmonton Seattle standard alternate is Oakland all stops today then weatherwise not too bad circus fine press twick in between a little bit windy then ke has temporary a little bit uh the side not so good then sunre is nice equal as well and

Destination looks all good as well any questions you’re happy okay have nice bye Mar we are starting now with the detailed uh planning after receiving the flight documents from uh from the dispatch so uh let’s get a glance first on the Ming and this uh sign significant

Weather uh we start with the Northerly heading towards Germany then over flying the Northern sea passing north of um Iceland then more or less in the middle of Greenland then we pick up a Northerly routing to the north of the Hudson Bay over Edmonton finally down to San Francisco it’s uh standard operation

Planning with uh the intermediate alternates we already discussed with the dispatch so let’s see uh significant weatherwise what it means for us starting geographically in Zur of course then where is iseland here more or less dark I huh so this is the 20th of September 18 Zulu that’s

Correct what do we have here in Northern Germany we cross a jet stream with about 120 knots of velocity and we have a clear Air Zone with light to moderate turbances then it looks pretty good on the rest of the flight light just here on the last third we cross another

Jet with 120 velocity and the clear Air Zone which is marked help me where is the mark five is it number five number five is still light to moderate that’s number four number or even number four huh it’s the same light to moderate just a short while while crossing

And then the weather is very nice so the winds are fine we already discussed roughly uh the weather the forecast weather for the uh destination and departure a drone plus all the stops outet so let’s go through in detail Zur 11 to is that correct Z stays fine no

Problem even to come back in case we need it turn presswick 1 to five to take 13- 17 that’s correct 6- six southwesterly wings k 14 to 19 14 to 19 9 to9 120 with 10 R 11 R 11 is fine huh F scattered temple in our time 5 km with

Char rain next is Adon 1923 1923 forecast is fine good visibility southwesterly Wings we have Runway two Z with the localized back beam okay but with eight kns we can pick up every other and then changing to souly so weatherwise no problem next Seattle 2224 Seattle 2 then we get to San

Francisco 21 to 2 24 that’s correct good visibility sky clear Z to wind 300 with 13 je long way two left or right two left is fine so pretty nice weather when are we arriving exactly time wise 2320 2320 we are is from 20 so we expect a nice approach into San

Francisco good weather so the alternate is Oakland 22201 okay is fine and the weather as well perfect perfect so uh planning weatherwise is fine let’s go to the uh no [Applause] time uh let’s go time check we still have another 10 minutes for the crew briefing um he has

Not so um from his briefing sheet we saw that in Flight we didn’t see anything restricting we’re going quickly to the airports I already prepared myself at home if this is fine for you mhm the aircraft is pretty full no restriction list so let’s start with

Zurich 14th of September so this is all well known F no in Z then next press cran taxiway mini the fuel SC is rather negative I would say a middle value of around 500 500 yeah say is that your experience as well [Applause] okay so androot nothing really restricting

Destination is fine the weather is good A bit of uh reserves for our cruising part Alex 38 jet M Delta from Z to San Francisco 125 versus 1114 forecast to is correct we saw the Tailwind aage component and he planned with econ cost index 9 it’s fine so far with the fms2

Database we saw the vertical profile now here we don’t hit any limits of the operating weights expected take a weight around 248 tons he planned with a taxi of 400 a trip of 726 20 minutes uh contingency fuel for enro contingencies then the Oakland As alternate F Reserve 2.5 a require fuel of

80.3 legal so in San Francisco itself a plan with the remaining fuel F Reserve 2.5 I keep the Outland ask alternate now what is your experience there traffic wise I was there for two times I always went Golden Gate arrival and then a shortcut with a visual approach to it

Either you stay in downwind high and uh go over San moo bridge and then turn either left or right or it goes quick and you’re too high too fast okay so not really you lose the 500 kilg continuously on the flight and I would say at a maximum 300 kg during approach

So there’s no holding okay and the weather is fine weather is beautiful so I wouldn’t take too much for for the approach itself a good a good 20 minutes with an alternate yeah and something in R maybe is that fine 20 minutes so that gives a remaining Fewu of 7.2 it’s less than that then we have a burn of 73 tons plus 500 kilo we saw from the statistics 7 giv roughly 80.7 reason is that reasonable maybe round it up to round it up 81 81 okay 81 tons any other suggestion good so that’s

It I’m really pleased to do this flight with you because it’s a long time I wasn’t there I remember in the ’90s uh somewhere so it’s quite a while so I’m really looking forward to come back to San Francisco uh first uh the good news the weather is

Fantastic so we have a very nice layover over there and uh about the flight itself please Daniel and Mark right flight time is 11 hours and 15 minutes on our routing to San Francisco we depart towards East over Lake constant then to the north over Germany then west of Norway north of

Iceland past greenlands at a latitude of 73° North today and then Southwest with towards uh Edmonton and landing in San Francisco from the north we fly over the Golden Gate Bridge during the approach will be fine weather details about the weather from mock we expect some to cross a Chet

Stream in the region after about 1 and 1 half hours so there might be some light turbulence during that time for about half an hour and again after about uh 6 or 7 hours over Northern Canada there’s another Chad stream that indicates some turbulence as well other than that the

Weather is fine in rot and also in San Francisco we expect clear weather with some Westerly winds beautiful conditions thank you very much so any questions from your side so far not yet okay beside of having of having a film cre on board we do normal work of course I’m really looking forward

Whenever there’s something you don’t think this normal you just get it forward to the cockpit so we have time to think and plan of course we are always looking forward for any visit from your side even if we have a cameraman in the cockpit I think there

Will be a lot of geographic spots which are quite nice to see today in this nice weather that’s all from my side looking forward for the teamwork see you when we get out together mm Michelle you have anything nothing speci for us moment which might be interesting nothing

Special for the moment nothing special for the moment no okay thank you very much see you later thank you now we’re doing the outside inspection of our A340 um Juliet Mike Delta on our flight to San Francisco uh the outside inspection is not a check the check is do done by

Maintenance I’m just uh looking for an overall impression of my aircraft I’m flying from the outside so let’s start the walk around I’m starting here to look um the for the part of the fuselage especially the static ports the three static ports inside uh on the lower

Part then I continue here I look for the angle of attack which gives us important um information to our flight control systems then I’m continuing uh via the forward section looking especially at the PED tubes we have three of 10 one Captain one first officer and one

Standby and uh the other two sensors here these are the total air temperature sensors then uh I’m having a quick look on the overall impression of the forward landing gear of the nose wheel struts which looks pretty fine no liquids dropping the pressure looks good as

Well then I continue on the right parts checking again the static ports and the angle of attack the two remaining the one Stand By and the one of the first officer continue by the wings looking just at the wings for a general impression and inside of

The uh of the uh right hand two engines which look clean of course in this weather we have no issue concerning ice or Frost even the wing on the side is clear and dry then I approach uh the right hand main landing gear wheel pressure is looking fine also the strut

Itself no liquid dropping just a bit of humidity from uh from the frost accumulated so good overall impression so far going to the back having a quick look onto the rudder and the elevator everything looks uh nice and clean then passing under the aircraft and having a quick look on the

Left hand side of the elevator and the Ruder as well then I continue towards uh the left hand main landing gear ties look fine no deep cuts no liquids dropping good overall Impression okay Wing under side is clean No frost just a small uh small amount of drops remaining from the previous flights then looking uh last but not least onto the left hand Wing which looks fine clean also the engine inlets are clean that’s it so that’s uh that’s an aircraft I would

Like to fly with and this is my aircraft to San Francisco okay we’re in the cockpit welcome to AIS 340 I did the copy preparation loaded the flight plan to San Francisco with a total mileage of 5,300 nautical miles and so we’re at uh stations now on the flight deck and the

Next point will will be uh creu stations okay then start creu stations copy preparation completed cations aircraft log ecl C okay the log is fine no um special items from the previous flight ecl is open uh electronic cabin lock with no um uh no complaints and uh right Mike Delta Mike

Delta is a classic 8340 we have as uh temporary OE procedures only the auto flight in case of loss of Auto dat trust associated with alternate law revision right which has a temporary procedure that’s all about the temporary so uh checked fuel quantity we ordered 81 tons

81.0 on board and here taxi fuel is 400 is right check checked Alim 1026 1,400 threshold 1390 one6 same reading checked parking brake park brake on the pressure is good and the temperature is within limits fmgs okay so uh let’s uh cross check uh the fmgs insertion with the flight plan

Together great okay we Deport on RAM six to deas then zlu one by I pick up the better display okay deas go ahead Zulu one to AO Zulu one too check all checked adrs North we have three time nav yes 47 27.5 de East 8 32.9 also checked that is number two

Same position number three as well then we have the deviations within limits with um GPS primary checked if is Fu if Fu set with 5,000 ft all right that uh career station’s completed okay very I switched off the air conditioning so I switch on the Apu already did the fire warning test so

I can switch it on right now okay I’m looking forward uh for um for a good climate in here I expect a very low intervention level from the three of us whenever somebody has the impression that uh something is questionable just come in and uh and intervene

Okay uh today we expect a take of weight of roughly 250 tons that’s a good 60 tons overweight the weather would be fine in case of uh top emergency nevertheless um I would only do a very top quick return in case it really it’s really needed otherwise I will take my

Time to reduce our weights via the jettison to have a reasonable approach weight to come back to Z okay performance- wise did you calculate already something Danielle right we have a calculation here um just a second I switch over to Apu power so he can disconnect the external power and

Switch on the Apu bleed air perfect Runway 16 Mike Delta – 5 knots winds 14 deges would be a little bit more in the new 80s I guess did we get the new Final 247 one I we get 18 26 250 and it can take uh just the actual weight 2471 right

24711 exact 18° so again 16 Inc Mike Delta -5 knots 18° C q& 1026 with a takeoff weight of 2471 100s configuration 2 air conditioning will be off anti off runway conditions dry and the ftg is checked by the load sheet as well so that gives a flex temperature of

41° 41 is check V1 134 check V rotate 144 and v2511 and engine acceler altitude 2916 and we are accelerate stop business limited right that’s this one here and the reminder says clean speed 263 Francisco depart 313 Swiss 38 is clear to San Francisco Runway 16 Vegas 1 Z and Squad 3013 we

Call you ready you were locked out miss the whole back no problem SS 38 clear to San Francisco Runway 16 1 Z 3013 we call you ready okay check before engine start seat belts on low cheat LMC both check individually huh all right take of data

Okay you should insert uh Max Z fuel 33.7 33.7 with a z fuel 66.5 66.5 block fuel 81 takeway 247 that’s check and we calculated with a weight of 2 47.1 24 47.1 the rest is correct 44 51 Flex 41 3,00 I put 3,000 for the acceleration all right round

Figure and we have an up 3.1 3.1 like 4 everything’s in we checked the clean speed already inerted Pack Flow is Norm Windows door slides closed an armed nose wheel steering disconnect on we have to disconnect here ATC Auto 3 3 this taxi slowly Delta X to theing

Point 160 high on Echo 67 will be pushed out of your way but you have we’re ready for push back engine start J and when starting push back you may start engines yes sir all right we have engine one bleed a is flowing and we have at

Least 10% then two so can switch on engine two coming out of here right we have N2 rotation on both fuel flow on one as well as well EGT rise on engine one Ag and light up on engine two increasing oil pressure on engines one and two pressure bleed air cut off engine

One so I switch on engine Three9 taxi straight ahead cut off engine two engine one stabilized 10% engine three engine four is coming on engine four engine two available ET Horizon engine 3 and slide up an engine for as well now push back is completed you can set the par breakes a good day thank you same and engine 3 Available engine four available engine start to normal engine stabilized okay I wish the same to you and the good fly the sign I give you on the right side bye-bye sir bye-bye check after engine start AP master switch off rer and Pitch TR okay rder said Pitch stream we have 32.3 32.6 correct

33.1 controls elevator full up fall down neutral checked aen full left full right neutral checked R full left full right neutral checked eim status check checked all clear singal from the right tower go Swiss 38 is ready for taxi 3 taxi holding take of memo all green all green ATC clearance we check the deaner 53013 5 squ take a freeing okay the aircraft is technically

Fine we have a take of weight of 248 tons roughly that makes about uh 56 tons overweight huh to the maximum Landing weight of 192 great decision speed today on Runway 16 is 134 in case of abortion I set full reverse then a good monitoring from your

Side uh until uh the stand still right if we continue with a failure rotation speed 144 minimum climb out speed V2 is 151 in D we have a fa climb out procedure which means climbing trade ahead up to 2.4 DME Clon VR then turning slightly left on a track of 137 up to

4.8 then left again over the airport overclo and VR on a r of 255 then as you prepared already the secondary flight pass Flight Plan until keep all holding great and then we prepare for an approach onto Runway 116 clean up at least uh 3,000 ft on reverse course towards the

Airport and U to the West we climb up to 6,000 the clearance is 5,000 okay troubleshooting fuel jettison weather is fine to come back in case of a really top emergency which means unextinguishable engine fire for instance we can consider to stay on a left hand downwind climbing up to 4,000 with ATC

Assistance uh doing a long enough downwind to prepare ourself for an overweight Landing here in Zurich Runway Leng is fine the weather as well 38 in this case I would consider to maintain our configuration flaps too with Speed 3 heavy on to ech 1 of 16 Echo 1 swi

38 hold short 16 is cop any questions concerning no that’s okay F cop 3,000 on reverse course we would have to do the first turn with 15° bank and we have a split of 10 knots between V2 and F speed so the AL pallot would command 15° as

Well we could leave the other pad on and then 3, 6,000 top emergency left and down in 4,000 feed with laps to thank you for uh the inputs so take a briefing complet it flaps take of data flaps two two of Runway six 3 4 5 1 and 15° re reck next before

Line he’s departing so we landine up complete checklist position and to [Applause] confirm Check status as expected due to the packs cabin is ready 400 taxi fuel ready for departure so we are accelerate stop this is limited H correct approaching six corre check approach is free approach is clear C could take off in one Minute Mark is everything yes all right from your perspective everything perfect expect one addition 3 for takeoff wait for takeoff six swi 3 clear for takeoff on Runway one cross from the left air on 79er can departure take a first behind L behind rot 5 z v 340 [Applause] [Applause] ahead Right okay one mile two left is clear 3 3 okay for angle connects with radar on 135 675 goodbye 135 6 38 heavy 2,700 climbing 5,000 on the b 1 38 departure identified climb to flight level 1 120 climb level 1 120 swi 38 1 2 0 check Starting Acceleration flap zero flap zero check Gage autopilot [Applause] one 38 level 77 climbing Fly level 1 2 0 238 left climb Fly level 2 4 to B on level 2 4 SS cre I put in 2 4 for you checked on B on navigation checked as well speed is managed

Checked arriving pretty on time maybe approach a lake of constant very nice view onto [Applause] it as I mentioned before schedule is 2320 we have a calculation 2249 and 22 52 so we’re well ahead very good okay first fuel check will be over har okay and on the equ time Point page

I inserted brewi as first stop Sal okay the CL shortly R 38 level 1 70 level 4 3 28 level 28 38 flight level 28 Z checked so can I give you the your controls I explain quickly uh our departure procedure we had out of Durk ring

Cleared on runway one6 for a digas one Sierra Arna departure which we checked with the U program programming in the flight management system and the departure itself means in detail vmc as we had vmc conditions we turn left with the maximum speed of 210 as soon as possible not before dme1

Clon they maintain visual contact up to 2,800 we intercept the radial of 087 out of Clon towards the arav point of zulu Hotel 502 then Kul then Zulu Hotel 504 Zulu Hotel 525 to Dias which is the end point of our Sid with the altitude constraints of minimum 5 4,000 over Zulo Hotel

502 minimum 5,000 over zul Hotel 504 minimum 7,000 zul Hotel 525 and minimum 8,000 over deas our initial altitude we have been cleared is 5,000 ft with the a squawk of 3013 so we FLW the departure quite the standard up to digas where we received our first radar vectory for a

Shortcut at the moment we are on course to uh Frankfurt climbing to flight level 2 0 have just been cleared direct to ARX Pro ARX is where the be points ARX okay as Optimum level our system calculates uh in a short while I can give you the

Number flight level 320 which will be the level we will be requesting as soon as ADC clears us so at the beginning of the flight everything looks quite the standard Landing as already discussed about 20 minutes ahead of block Time ahead of our scheduled arrival time and uh the rest we will

Discuss progressively and rout in detail just to show you uh the Airport layout of Zurich we have three main runways Runway 14 which will which is normally the main Landing Runway Runway 16 which is uh the main departing runway for heavy aircraft and Runway 28 the main departing runway for medium

Aircraft during uh the morning hours and the evening hours we also use Runway 34 as a rival Runway we have been parked today on our flight at gate Echo 34 which is here it’s a dog stand then we have been pushed back into taxi V Charlie then we started own taxi via

Charlie and Echo [Applause] and followed Echo up to the holding point of orway six Runway 16 was our departure Runway departure procedure we already discussed the runway itself has a length of uh 3,700 M approaching checked okay with our takeoff way today we did our performance calculation

And actually we were limited by the required by the accelerate stop distance that means the performance software told us that uh the accelerate stop distance is the limiting factor and it has chosen accordingly the we want speeds so we were prepared mentally on a take of abortion to do all

Correct in order to stay within the runway to stop the aircraft ladies and gentlemen once more the captain with pleasure I’d like to give you a few more information concerning the progress of our journey first of all I hope you are comfortably installed we are presently overflying

The region of VOR in Germany heading towards Hamburg on our routing today we will follow a quite norly track taking us up to a maximum latitude Northerly latitude of 73° North after overflying Hamburg we will uh cross over Denmark then uh proceed over the Northern sea towards the Shetland

Island then passing far north of East Iceland towards Greenland overflying Greenland more or less um in the middle to join the buffing Bay and the buffing Islands quite far north in Canada then picking up a heading towards Edmonton in Alberta over flying later on Calgary and Rocky Mountains into San Francisco remaining

Flight time 10 hours and 30 minutes so expecting arrival roughly 10 minutes ahead of schedule the weather conditions and Ro are reported to be fine in two sequences we will uh fly through a Zone with a rather strong wind which might cause some light turbulences from time to

Time the actual weather in San Francisco very nice with the present uh temperature in the upper 60s and increasing during afternoon up to the upper 70s lower 80s I will pass you the latest weather information just before starting our descent now now we all hope you will

Enjoy our inflight service again I wish you a comfortable Journey so we are presently overflying the region of Hamburg which we see the airport here in magenta Echo Delta Delta hotel and on our track on our further routing we are overflying the western part of Denmark Denmark is visible has

Green echo on this Teran display train display on the left hand side the the northern SE uh we have different airports like bons over there Copenhagen Copenhagen is uh a little bit east down there then what uh we see as well is uh traffic information

There are quite a lot of traffic on our same routing which are separated uh vertically by for instance 8,000 ft the plus 80 means 8,000 ft higher if we have one plus 5,900 ft higher the next aircraft at our same level level 320 is up here roughly 60 mil ahead

Well in the meantime we are approaching greenlands you can see it on the on the terrain display shown in green um Greenland is approaching uh we have reached in the meantime a Northerly latitude of 70° and a Westerly longitude of 20° we are um in contact with the SRAM

Already we have been coming from Iceland with an oceanic clearance which we received via data link via a random route as we find the minimum time track today it’s not really following a u defined track system but uh we filed random points in order to have less as less as possible flight

Time so uh the clearance was received by Iceland to uh overfly the point 67 North 10 West 70 north 20 West 72 North 40 West 73 north 60 West up to M Mida which will beat boundary dang to the northern uh Canadian uh organized track system we filed flight level 340 which

We received as it is our Optimum flight level so from the economic um view uh the best option with a speed Mark point8 we uh are good on track TimeWise that’s why we can uh fly at the moment with an economic cost index of uh nine here a little B bit more

Details about our planning uh principles as already explained we are just reaching uh green land on our routing we were able to plan in a so-called standard operation stops which is defined according jar and eops as an operation in which on every point along the track we have an

Airport at disp position within a certain time frame this time frame for two engine aircraft is 1 hour uh flight time one engine out and for a three and four engine aircraft it’s a 90 minutes corresponding to 700 nautical miles so you see that our dispatcher prepared our flight departing from

Zurich choosing the first stops Al with preswick in uh Northern England then uh the next is Kavik in Iceland then uh Sandra stford in Greenland then we have um equal already in h Canada followed by Churchill Edmonton and Seattle with this stops alternate and the corresponding 700 miles uh Circle which corresponds to

Approximately 90 minutes we will be able on our track to stay within standard operation if on certain flight we are flying farther away than the 7700 miles so Circle we get in a so-called erops uh operation that means the extended range operation for a three and four engine

Aircraft for a two engine aircraft it’s called EOP so extended twin uh engine operation of course with the standard operation we don’t have any additional uh conditions to fulfill beside of an airport which uh for our company has to be suitable that means uh we have to be

Able to fly a one engine out approach and uh the airport has to allow uh a possibility of a one engine out approach with the infrastructure performance wise ATC and navat wise and of course also from uh the methodological Minima we need for this airport the system is calculating either an engine

Out condition or a decompression condition and uh a critical fuse scenario will be calculated I can show this on our flight plan yeah just keep it out of the sunlight out of the sunlight okay this is uh the so-called stops or in case we would have been eops stops

Eops analysis but in our case today we will stay uh during the entire flight within the stops area and so we chose the different airports it have uh been it has been selected as we saw on the chart before and uh let’s take one example at the moment we are between the two

Options of kavic with s Str F so the system calculates so so-called ETP that’s an equal time point in between those two airports which we can see here on the chart here we have kic S stre short and this point is the point where we need

Equal time either to go to k or to Sunter called the ETP on this ETP our flight planning system will calculate either decompression or engine out and it will take the most restricting one and calculates the burn it will be needed to get on a great circle uh distance to the

Airport we see also that it showed here that decompression is the more critical scenario that means needing more fuel to get to the stops alternate we have the Asad to the point we have the flight level calculated which is flight level 100 which we need to go in case of a

Decompression with long range Cru and all engine working and we have a diversion time of 1 hour and 29 to both sides so this calculation is done as background calculation behind behind our normal fuel calculation which we do to get to our destination with the criteria we have to fulfill here in

Case at any point this critical fuel scenario this Minima overpasses the fuel on board calculation the system will generate a socaled additional fuel factor which in our case on our flight it is not the case as on every ETP the minimum required fuel is higher than the fuel on board remaining at this

Point so what does it mean for us it means that on every point on my routing I know that have enough fuel to proceed to a stops alternate either in case of a engine failure or of a decompression that’s mainly uh the idea behind this this background

Calculation of course uh we have also to uh evaluate on our flight which airport makes the most sense at the moment and of course as well the terrain which may restricts our operation for instance in case of a decompression we will get more detail on that later on when we uh overfly

Mountaineous uh regions like Rocky Mountains and then I will get a uh I will um explain uh more in detail and get an Insight of what our operational um our operational um points are to be to be considered so for time being that’s all again 70 north our platforms are working

Perfectly the deviations are only very slight half a mile that’s nothing systems working normal any additional inputs from your s Daniel uh from uh the flying pilot side we’re approaching Greenland as you said and uh at our latitudes we fly today there is a rather High terrain as well over Greenland you

See the yellow line here is our flight routes and we are at the moment we’re right past 20 West starts with uh around 11,000 ft and will be as high high as 13,000 ft if I get that right here you go the highest elevation on our route across Greenland is here

128 around 13,000 ft so we’ll cope with high terrain as well over Greenland here we’ll see even higher terrain then over the Rocky Mountains as you said of course uh we have decompression wise a good situation with this um h40 julid mik Delta because it has a

Oxygen uh endurance of uh 22 minutes compared to the uh 15 minutes on the uh older type of aircraft or on the a330s so if we uh look at our decompression schedule which I can show you [Applause] quickly here on the 22 minutes scenario we have to follow we have to

Stay below this technical decompression schedule which is a technical limitation and you see on that that we have to start descend quite quickly down to 290 then we can extend a little bit go further down to 25 and then going down to 140 but only after 166 nautical miles

So that means that we have uh plenty of time to prepare ourself in case of a decompression and not getting in U in conflict with uh high trrain as we have enough distance to find a way to get out of the area as I explained before we have of course a critical

Zone over the Rocky Mountains it’s not really the Rocky Mountains itself it’s more kind of the Denver area in which we had quite we have quite High train it shows here on this chart the circles being the circles needed for a 15minute schedule which is the more restricting one here

We have to be down to flight level 140 already after a 92 miles and after 280 miles we have even to go down to flight level 100 and this is a 280 miles Circle we chose that on certain routes we fly especially out of Los Angeles on homebound flights we get into

Areas which uh the terrain is higher than this 14,000 ft and in case we would have ad compression we have to be prepared prepared we have to prepare ourself mentally to find as you already said a so-called Escape Route to be able to find a way how we get can get down to

This flight level 140 without uh conflicting with the terrain on our flight today we are approaching San Francisco quite from the north so here we mainly have terrain lower than this 14,000 ft and thanks to the 22 minutes oxygen scenario we have to be down into 14,000

Only after approxim o imately 200 360 mil 360 Mi which is a quite wider range so uh it’s not that critical on our routin today with this 22 M 22 uh minutes uh oxygen endurance this is a so-call com chart we have here which gives a quite good

Overview on uh to the different the areas we are overflying especially the different ATC Air Traffic Control areas which we are in contact with at the moment as already said we are over Greenland so in the sandr control area basically at the moment it’s not a really control

Area as we are still uh on a random route and uh in contact basically over a data link this is called uh ads which is part of the Future air navigation system it means an automatic dependent surveillance done not by a standard Radar Radar coverage but via a tool in which the air

Traffic controller has the possibility to get our present position out of the flight plan out of the flight management system via a data link and um producing with a software a kind of a radar picture on his screen with the information he gets so this is called the automatic dependent surveillance in

Contact at the moment we are via HF but we don’t really speak with them as we have as well a data link called cpdlc that means controller pilot data link communication so if we have requests like we want to climb to a higher flight level we don’t do it verbally but we do

It via a data link request via the cpdlc feature with the controller so we will get in contact with Gander again at the boundary between sster and Gander and then change quite quickly Danielle which will be the next uh red ad Edmonton on VHF yes this is already VHF then that will

Be VHF all over Northern Canada they have relay stations okay and there VHF coverage all over yes okay we are coming over to Canadian airspace quite uh quite on an orderly position like here and as soon as we enter that means us as soon as we enter at the northern

Control area get in contact with Edmonton that’s correct here at the the green line there’s change between Iceland radio and uh Edmonton yes and the rest will be on uh V first Contact will be on HF and then will uh being assigned a VHF frequency yes

Okay then you can also see here on this com chart that uh in this region we will fly into a Zone called ads B Zone I already explain the ads c as we are flying now the ads B will be a future standard of automatic dependent surveillance not based mainly on a data

Link uh interchange but uh our position will be then exchanged via the transponder which is quite uh uh more accurate and precise and also the uh the uh um position uh the position update rating is much higher they say even higher than a standard radar observation so this is for time being a

Trial phase more or less over the Hudson Bay which will not um affect us in a way as we just fly in we’re getting contact on HF and then we will stay so-called CP P DLC with a difference that instead being on an adsb region we fly into an

Ads uh adsc region we fly to an ads B region and uh the controller itself has quite of a better picture as they told us as his uh colleague on the adsc side so as Daniel already explained we’ll continue then uh VHF all the way towards uh admington Calgary and

Then joining the US aspace being under radar control again we also see on the com chart that uh in the region we enter Canada we uh are indirectly affected by a possible magnetic compass deviation especially on our on our standby instrument as the main instrument are corrected for that we are not really

Entering the polar zone on our flight the B polar zone would start roughly at around 82 Northern latitude where we enter the Zone where we change from magnetic navigation to True navigation we are still within 73 no so we still stay in the magnetic navigation

Area okay hi Mark hello how was the rest was good no tur at all smooth and quiet Mark was able to have a rest now on the first part of the flight so he will uh take over my seat now and the cruise captaincy will be my Deputy while

I will have the possibility to get a short rest okay Danielle are you ready to take over sure I’m here all yours Mark Charles I always have a good rest thank you very much so Mark just a quick overview as you uh already said no turbulance at

All we could fly exactly our vertical profile so fuel wise we are exactly on F the total is fine TimeWise we are already three minutes ahead at the moment as you can see in the middle of Greenland our next two options are sun stream fi and equal it the weather’s are

Fine and uh technically Danielle aircraft is uh everything is running perfectly yeah nothing special on the technical side okay questions no okay then all yours Iceland Iceland Swiss 38 Swiss 38 is calling IC on 4675 he came in very weak or he was a she 88 N9 to1 uh can switch for you

Right Iceland radio swis 38 is calling Iceland on 8891 Iceland Swiss 38 38 is requesting flight level 360 [Applause] 3 we could uh enter different requests here and then I can send the request to this display here and just put the send button that that’s

What I did before asked V cpdlc but we got no reply and after a few minutes the system came with a message no ATC reply and so we tried on HF I will cancel this now obviously it’s much more convenient to use the cpdlc but uh sometimes we still we still

Have to use v v uh the HF also in remote areas from Africa uh HF is quite commonly [Applause] used just now received the message here the cpdlc reply to our 165 Sulu request unable due to traffic so the guys are unable to give us flight level 360 to uh due to a

A a reason of an aircraft being too close to us but not being visible to us we have one they’re trailing us with minus 2,000 ft and a LOF tanza flight around 17 miles to our right 3,000 ft higher that’s the only targets we see so

We can say why but there must be an aircraft somewhere at 360 and that’s a reason why we can’t climb so we’ll stay at uh 340 for a while will cost us some fuel but not not uh too much so that’s acceptable since we are on a minimum

Time track not on the organized track system so we have quite a reasonable chance to get a higher level later on since maybe the other conflicting traffic is on a Crossing routing not on exactly the same rout thing as we are on the right hand side we have an

Aircraft approaching 4,000 ft higher that means at uh flight level 380 actually 9 no four miles 4 and a half miles to our right it’s a LOF tza 340 a 340 600 we had it closer earlier then he went away due to unknown reasons and he is converging again now we’re still

Stuck at flight level 3 40 not due to him but due to another aircraft very nice view with the Sun from the left 4,000 ft above we’re uh passing meta right now as we heard before from Lano that’s the boundary between Iceland and uh Edmonton control and

We’re supposed to call Gander radio now Gander HF radio is controlling the Edmonton area up here and we’re be calling them on 8891 in a minute thanks sir try Center in 10 minutes in 10 minutes 133 decimal 95 Here Comes [Applause] Call Circle check okay in about 10 minutes until here we were on the cpdlc that’s terminated now 38 is calling Gander on 8891 38 have your a report by a dling center in 10 minutes on 13395 13395 C [Applause] call cell call okay in 10 minutes we’ll call Edmonton on 13395 S

838 G radio has our position from the ads system and so we don’t have have to give them position reports he told us to contact them on a VHF frequency on uh in 10 [Applause] minutes Emon good afternoon 38 heavy 38 Edmonton at what time are you able flight level 35

Z s 38 we are leaving level 34 now climbing level 350 we are estimating 71 North 80 West at 1738 38 you are now cleared to maintain flight level 350 maintain mock decimal 80 reaching climbing level 350 maintaining M 81 I call you reaching level 35 38 maintain 8 8 Z

638 traff tra we just now received a traffic alert from a traffic underneath that was climbing from uh 3 3 up to 340 he’s staying there but to avoid any further alerts I swe I switched to One Mile right of track now so the guy should be visible on the left now British

Bri so there is everything on the control the minimum Separation on the North Atlantic on this rooting is at 1,000 ft that’s the jaal separation we have to this uh 747 so normally they have a cruising speed of around 84 and we fly 080 right now so it’s going to be pretty much

Faster than we are the reason why we got this uh T alert is that the system doesn’t know that the guy will stay 1,000 ft below and he’s calculating with his uh climb rate and uh with distance in between the two aircraft and so he gave us an alert that

We should watch the traffic whether he will stay at 34 or continue his climbing to [Applause] West [Applause] for twist 4 Z admon Would you like level 3 [Applause] 60 I would like to stay at 35 so 4 Z thank you very much this was 4 Z Rog what is your M 4

Roger okay let’s speak about uh dh40 and uh the operational weights today we were not that heavy as we could be so the maximum take of weight of this aircraft is 275 tons today we were 247 tons and 79 kilos um to my opinion the hj40 fits uh perfectly into our uh

Network as uh with the um structureal limitation like uh a maximum zeru weight of 181 up to the maximum takeoff weight it g us the possibility to tank 94 tons without restricting the payload and with these 94 tons we can do practically all the destination in our Network Switzerland being in the

Heart of Europe um Swiss International Airlines is able to reach every destination in the Far East in the west coast of of the United States down to S Pao to Johannesburg within approximately a range of 12 maximum 30 13 hours flight So within this range we can load the maximum possible

Payload and do the flight in an economic way and this is why I think d340 fits uh perfectly now netork by the way our seed load Factor uh is uh approaching the 90% level so you can imagine that uh this is an economic way of uh using an aircrafts within an

Airline during uh Cruise or generally we are trying of course to uh optimize our fuel efficiency you know that the fuel costs are pretty high uh nowadays and uh fuel efficiency is the key factor of the operating costs so we are trying to uh fly a speed which gives us the possibility to

Be on time to operate uh a coring schedule and if uh fly time allows to reduce the speed in order to save fuel in order to optimize our fuel efficiency we have U the possibility to use the so-called cost index it’s a company related constant calculated by the time related costs

Divided by the fuel costs uh the cost index range is is from 0 to 999 meaning that as higher cost index as we use as higher the speed uh will be reducing the time related costs but increasing the fuel costs so we try to um optimize our cost index by flying around

At the maximum range actually the long range cruise is uh a 99% of the maximum range which corresponds to an a cost index of approximately 30 so today for instance um with our flight time of 11 hours and 15 minutes we have been able to uh reduce the standard cost index of

30 down down to cost index 9 I can show you a comparison on our fight plan showing us the different possibilities we have so the cost index 30 would be the standard one cost index 75 is the highspeed cost index and cost index zero means that we

Will use as less fuel as possible but of course this will increase the flight time for nowadays flight we choose a cost index of Niner which is the most economic cost index for this aircraft on this flight optimizing fuel costs versus time costs you see that flying acrost index zero would optimize 100

Kilo but on the other hand would extend our flight time which will increase uh on the other side the time related costs like the crew costs maintenance costs airframe engine time costs so uh on our flight today we were able to economize fuel at the beginning and then as we couldn’t climb our

Vertical climb as we uh have planned to we used again the the positive fuel score we are now exactly on the fuel consumption as plant which is which is pretty good of course we try to optimize also our descent into s Francisco as we have a arrival time

Which is ahead of schedule in order to uh reduce a bit of fuel costs after landing uh last but not least we will probably shut down two engine and do a uh two engine taxi in which will again um economize a few kilos of fuel you see

I’m speaking of kilos which is not that much comparing with the the amount of fuel we are we are having on board on the other hand as we are doing thousands of flights every kilo we can economize is worth doing it if it doesn’t affect our um punctual and uh scheduled

Operation so as crew this is a challenge for us uh an interesting possibility to manage our flight in order to optimize the resources Emon good afternoon 38 heavy level [Applause] 360 clear 87 high frequency 132 decimal [Applause] 7 701 [Applause] 327 4 Z call Edington center now 1356 [Applause] get Rog murway [Applause]

Heavy [Applause] Center EX [Applause] 9019 hon good afternoon 38 heavy level 360 T 38 heavy Edmonton Center good afternoon about 10 minutes ago an Airbus 330 reported light to moderate Tropic flight level 380 um it lasted for 100 miles and then the ride smoothed out if you would like

Flight level 380 just let me know and I’ll have it for an about 100 miles 38 rer will stay at level 360 and also for level 380 L on in 38 I check all that and level 360 just had um occasional light chop Ed by company

Airbus 340 they at CH 10:00 and about 120 mil perfect thanks that’s what we are experienc and well okay thanks in the meantime um we uh are approaching the region of uh Calgary you may be able to see the city uh in a few minutes um on your left hand

Side um as well you see that the train is uh starting to uh get higher we are are approaching the Rocky Mountains according our root facility charts on our routing we are not really uh restricted Tera wise of course uh at this stage of the flight we think especially um about a possible

Decompression where we have to go down to flight level 140 within a certain time to fulfill the technical uh limitation as already mentioned at the beginning of the flight this aircraft has a uh 22 minutes um endurance with oxygen so that means that we have to reach flight level 140 after about 350

Miles which gives us plenty of distance to continue on our Airway without getting in conflict with the terrain ahead so enjoy this beautiful uh visibility today onto the Rockies and Calgary approaching in a minutes 562 Adon Center day clb 410 410 5 62 [Applause] I J good afternoon s 38 heavy flight level

380 heavy sh Center good afternoon Southwest 1726 contact H Center 2.3 [Applause] I’m so uh in the meantime we are a beam uh Seattle on your right hand side a fantastic view onto the Mount St Helen this tells us that U the remaining flight time is uh another one and 1 half

Hour early enough to start with our approach preparation a So-Cal approach briefing San Francisco is an airport with uh two parallel Runway systems we usually um use runways 28 left 28 right for landing and departure this is as well the runway I expect today for our arrival in San [Applause]

Francisco according to latest weather information at the moment runways 28 left 28 right are in use the weather is uh fantastic I would say the wind is calm good visibility sky clear 24° Centigrades more or less a standard q& how much is it the q& q& is a 2 ner

Ner Zer 2 ner 9 Z rer so this is already inserted in our approach yeah page q& temperature the wind and the minimum descent altitude of 220 okay we are already cleared up to the position Papa Yankee echo which is part of our standard arrival route called Golden Gate six arrival after

The papa Yankee Echo we proceed to and Let’s cross check [Applause] our flight guidance computer we proceed to LIT yes lit we have to be at least at 11,000 ft is it okay I continue yeah it’s good then the next position is duck B yes and then the Sam Francisco VR yes

From this position on I expect radar vectors most probably on the left downwind for a visual approach uh with eyeless guidance on oneway two8 left okay cop it the aircraft is technically fine no um issue the weather we discussed is fantastic the eyeless approach [Applause] means on the sector we are

Flying the minimum altitude is 4,500 ft yes got the same [Applause] I expect quite early a clearance for a visual turn in so we orientate visually onto the founder approach in the program we have the point hean hean at 3,140 FT following a 3° Glide pass down to position do yet

And as already discussed our MDA will be 220 feet which is the category 1 MDA already ined in our approach phase I do the approach with the full flaps um ILS flight director AUST and man at speed the runway length is uh 3,000 roughly 3,200 M so for the landing performance it

Shouldn’t be any issue with 180 tons on sea level dry we get a landing a required rway length of roughly 2,000 M [Applause] okay I plan to roll out on the runway as uh I expect to be parked at the terminal three so I let it go up to preferably taxi Quebec [Applause]

Initially let’s see if I may use full Reverse reverse no normal so initially said 4 verse and then according The Landing role in case of a missed approach we will continue on track 281 up to 600 ft then turning right heading 285 to intercept radial two 80 out of uh San Francisco to the olim Waypoint climbing

Up to 3,000 yes that’s in the Box everything is in the Box I don’t expect the quick uh approach again so I would say we do a clean up with a clean speed of 220 yeah so setting for the mro 3,000 ft expecting a clean up for the navigation finally I will set

The San Francisco VR on the nav one speciality um at this airport which most probably as the weather is very nice will not be used today or as a matter of fact is used very rare in very rare cases um due to the fact that uh the parallel

Runway system system is quite close to each other it is not possible to perform a parallel parallel approaches as they are done in different other airports but in case they use the parallel approach procedure they have to monitor it with a so-call Precision radar monitor called the PRM [Applause]

Approach the pr approaches are used where the distance between two parallel runways are less than 4,300 ft and basically the difference to a normal eyeless approach is that we have to be on standby on two frequencies so we are at control with the tower and behind the tower there is a Precision radar

Monitor which just looks that the parallel aircraft approaching are not touching the transgression Zone if this will be the case we will receive the breakout maneuver which means a heading and an altitude in ordering to uh avoid an near miss so basically for us it’s a normal approach with a special alertness in

Listening on two frequencies and in case to be ready to uh fly this maneuver which will be ordered by the Precision radar this um uh requires a special qualification all SS Pilots um did this special qualification in a simulator because this is a requirement whenever you will be flying to uh San

Francisco and to other few airports here in the US using the same procedure so any question on the approach briefing so you in case you go around you proceed Straight Ahead 3,000 with a full cleanup yes uh in case we get the PRM approach the command would be the

Breakoff command would be left with a heading and climb or descend with an altitude you switch off the autopilot and over steer the flight director exactly while I give you The Heading and the altitude with a vertical speed of either 1,000 climbing or 1,000 descending exactly okay so you just uh

Select the flight guidance in order that I can switch on the autopilot as soon as possible yeah okay so this will not be given an order by me so you just follow the breakout command of the Precision radar monitor inserting the flly guides yeah okay setting not selecting huh the the

Altitude yeah yes setting with the vertical speed exactly okay and other questions do you want me uh for the secondary fly plan to put in 28 uh right just in case yes and can also uh discuss it briefly especially the differences so I make a copy active yes

Okay and just put in 28 right instead of 28 left [Applause] with no transition okay okay secondary flat plan okay so we just discussed the possibility of a approach on the runway 28 right basically um the same standard arrival route expecting same procedure for the downwind um maybe it could be even a

Right and downwind I’m not sure about that being the right Runway mhm we have the same sector altitude and uh in the [Applause] approach here on the flight guidance system it starts at position SE seing at 3,250 is correct yeah it’s a Le pass down to ax Mo which is the outer marker

At 1,800 yeah and the minimum descent altitude for this approach is the same 220 yeah uh the runway itself is even longer with more than 3,600 M so the required L Runway LS is not an issue at the beginning I will said uh full re reverse as well and aiming to

Leave the runway around daxi Bay Quebec mhm which will be the best uh option to reach our parking position yeah in case of Miss approach this time we climb on uh 283 that’s the Straight Ahead at 600 ft turning left heading 281 to intercept rad 279 San Francisco to the Waypoint

Vic Q Vu and climbing 3,000 doing as well a cleanup and 3,000 for the misso setting okay okay [Applause] 38 goodbye 36 16 contact SLE Center 11 18.55 good afternoon 38 heavy flat L 39 Kate 100 we justed a message from our station in San Francisco Shadow swis 38 heavy 38 go ah

Good afternoon 38 heavy level 39 Z maintaining [Applause] 38 telling us to expect gate 100 as uh as usual yeah the same weather as we already received by the Attis and expecting to8 light to8 left and to it right that’s all so no news H beside the gate any question about

Uh all clear so far so uh as soon as we get the runway we just confirm the out Market position and altitude and the MDA okay and off the landing I will contact the tower G for the confirmation of the parking gate and start the AP exactly good and uh when on

Reversing it would be nice if you could do a time check so that eventually after minutes we could shut down Engine Number 2 and three yeah okay y this case approach briefing completed m all the way Bravo Zend te level [Applause] 337 Center [Applause] 134.4 3 35

3 Oakland Center good afternoon 3 38 heavy FL L 3 9 Z that 5394 main 24 3 Oak Center [Applause] Rog a comfortable Journey so far we are already approaching the region of the Napa Valley soon starting out descend toward San Francisco Airport I expect Landing in about 40 minutes from now

According to the latest weather report you may expect a beautiful weather condition the sky and the temperature in the mid 70 thank you for choosing swis for a like to very nice contact opener 13445 do higher 34451 extra J so the SE f is Center 12585 285 38 goodby 4 climing [Applause] One about minutes okay 2 29 good afternoon 38 heavy level 28 sending level 2 4 speed 29 38 heavy open Roger cross maintain 1 1000 San Francisco 2988 amazing amazing look at that look at that we are 901 defend maintain 7,000 40 m clear down to

7,000 and now a perfect view on to the skyline incredible a 0 contact nor apprach 1335 [Applause] 33 approaching 11,000 check [Applause] I keep the speed for time being okay yeah see the bridge yeah you can see the bridge showing up behind the mountains huh yes and I see the

Airport 3 main 29 amazing huh crazy beautiful beautiful okay lights are on reaching 11,000 we have a message [Applause] check this is November 7 6784 n at 5,100 would like to request a flight M to Oakland to be uh uh right SC v [Applause] v uh for the

MC for the MC for the first class passenger I speed 23 3395 338 come ons 3 heavy depart San fr Cisco VR heading 140 vector’s visual approach Runway 28 left heading 2 heading 140 after San Francisco for 28 left and we’re maintaining P250 right nower 28 left is confirmed 10955 with the

281 so the approach briefing so far completed Z vectors foring maintain one so it’s going to be a left 10 down right now exed 896 turn left heading 270 for spacing turn left heading 270 exed 896 you at 227 maintain 6,000 down 6,000 227 Air France 080

Heavy traffic no Factor redu speed to 220 reducing 220 American 859 reduce speed to 220 22er 859 noral 316 1,000 November 316 noral approach San Francisco V heading 14 Z Vector visual approach 2 left 140 heading after the V for the left Las 360 unit 227 contact approach 13565 3565 227 air

Fry maintain 7,000,000 10 Miles Ahead 10 miles ahead huh ex any6 maintain 8,000 maintain 8,000 ex 86 6535 turn left 270 vectors for spacing main yeah that’s the [Applause] air I do not have you on radar flaps one check okay I’ll I’ll just ask ask if you have any speed

Limitation I can yeah for sure we’re going to be behind the air I guess 3 heavy any speed restri heavy maintain 22 knot heavy 0 contact approach approach good afternoon 38 heavy approaching 6, we have no 3y follow heavy 747 we have it inside caution FR heavy traffic 3:00 2 miles

Straight in Runway 3 R Regional J 6400 Maintain digital separation Runway right you will be Runway a left maintain 4,000 okay is is manually checked okay heavy turn left heading 0 1 0 maintain 4,000 left heading 0 1 0 descending 4,000 38 3 we reducing speed speed better open sent that’s checked this 38 heavy traffic 2:00 in 5

Miles straight in Runway 2 right is a Brazilia 7,300 we’re looking great heav 36 nor maintain 4000 going to follow on air 340 heavy left setting 3 we have the airport inside flaps two check flaps two ver speed checked and the other traffic is inside restricting trafficing

28 left heading 280 38 heavy and we have the traffic at hour 2:00 position let’s heavy maintain visual separation with that traffic and also maintain the heavy 747 at 12:00 face uh heavy rer confirm the heading 280 will not lead us towards the let heavy flighting 29 Z report the

Airport we have the airport inside 38 3,000 defending 3,000 38 I have no presentation on my on the air doesn’t seem to work the ILS is not them out of service last 16 turn left settings 0 1 Z 0 1 Z 360 so 3,000 ft 3,000 visual zavy the Regal St

Behind you have the traffic yes we have the traffic inside okay visual apprach rway 2 left clear visual 28 left with 38 heavy confirm the is is not working 38 heavy affirmative uh the s is out of service clear visual approach Runway 28 left clear visual approach Runway 28 left with 38

Heavy mil we are more less on a pass okay 896 out of 66 descending 6000 fully visual set main 4000 3,000 you want to set the 38 heavy the Brazilia has you in sight to your right there maintaining digital separation Tower good afternoon 38 heavy establish

2 left 3 heavy San Francisco 2 left heavy 747 one M final winds 2905 Lefty so the left has ay huh a firm a firm okay out Market check I’m fully visual yeah and set three th000 for the approach 3,000 set for the M approach Runway Straight Ahead altitude was

Correct out the market check is completed 2988 is the actual uh stabilized Landing check for Greens Landing heavy contact ground 2.8 2 one left line up 429 so no traffic in front traffic is behind for the parallel clear land all set wind slightly changing 400 got 3 61 contact departure

5361 5481 contact nor departure 481 nor 100 guys s do you have any estimate how long you going to be there R uh sk7 we’ve got a 4:00 show I’m going to guess 15 minutes okay go down to the mil BART station hold for a minute

Departure off the w got no problem at all in R thank you 316 on Final 2 left 3 left clear 3 3 heavy cont groundy on by breaking ground 3 minutes Fire 2 engine Taxi TR I beautiful very nice mark back to San Francisco to my course

Was an excellent approach in a marvelous environment like one of the most visual most beautiful visual sceneries in the world exactly with this weather on a visual approach after so many years back to San Francisco it couldn’t have been better so uh you can see it I’m emotionally

Quite quite uh uh enthusiastic even after 30 years of flying thank you very much Udo for being with us in the flight tech and uh taking these beautiful pictures into your camera I’m really looking forward to see it then afterwards thanks thanks Danielle for your help as well

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