British Airways Pilot Makes A380 Landing Video

On another Twitter link… I found this today since l have been following several BA pilots and their tweets.

BA pilot Dave Wallsworth recorded this A380 final approach and landing at Johannesburg, South Africa.
He said his purpose was to generally distribute it online to a British media source to help quell any future passengers fears while flying…he details the most important actions before touchdown…note that his final approach speed for that jumbo jet is still only 137 kts.
Other pilots have replied that is one of most instructive and relaxing approx 5 min that a new or nervous passenger could experience without being on the flight deck…be interesting how close you all can duplicate it in global…hope you enjoy it !!!

Just found the link to the full video he posted on YT …about 15 min …much more descriptive !!!

JNB July 2017 Landing wide 2 cams - YouTube

Link to followup article published in the Daily Mail where they interview Captain Dave Wallsworth !!!


That is lovely! Love when the pilot films!

Great video, really nice approach into JNB😍

I didn’t know pilots were allowed to do this… I guess as long as it isn’t distracting its fine

There are quite a few videos on Lufthansa’s MD-11F. You can check those out on YouTube.


Wow, this is really neat! Thanks for sharing!

Good video. It’s amazing how Airbus makes a super jet with such a low approach speed.

At the end of the YT clip…you will read in the credits that they got special permission from their BA company superiors to film it …and remember there were two other just as qualified pilots as Captain Dave there …who only flew the approach and then turned the landing over to his copilot Jeremy…also he said that this was the first in a series of more to come …so l will be watching for when they are publicly available !!!

a very good example showing how BA not only use the PF / PM method but also combined with Controlling and Handling Pilot which I think is unique amoungst airlines.

A brief overview of how it works below:-

The “controlling” pilot,is the pilot who will be the PF on the segment. The controlling pilot will perform all of the functions on the ground that most airlines typically consider the Captain’s duties. These include performing the final before start cockpit preparations, performing the pushback, taxiing the aircraft (if possible), and the post-shutdown switch positioning. They feel this allows the First Officer to practice the Captains duties.

The “handling” pilot, who is the PNF for the segment but flies the descent and arrival as the PF. The handling pilot flies until the aircraft is established on final approach. When visual contact with the runway is made, the “non-handling” pilot (Controlling Pilot) takes control and completes the landing.

Naturally the Captain retains as PIC for the whole flight which is not dependant on being PF, PM, Controlling or Handling pilot!

Just another point to reflect on…in this example there was a second SFO present during this cockpit chronicalization of the approach and landing …do not know if that is standard BA company policy… or only for this specific video !!!

That’s to do with the length of Flight. BA either have a standard crew of Capt and FO ( SFO), an argmented crew of a Capt and 2 FO ( or SFO) or a heavy crew which is 2 x Capt and 2x FO ( or SFO). On a ‘heavy’ crew the same Capt remains as PIC for the whole flight then the ‘Heavy’ Capt becomes the PIC for the return flight.

At British Airways you join as a FO and then after 4 years you are promoted to SFO, so if you joined after flying elsewhere for a number of years you could join and be flying with a SFO who has less TT then you.

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One more thing since you live in the U.K. …if you read the Daily Mail interview with Captain Dave…he said that even though he flew an A320 for many years before… he is no longer qualified to fly any other airliner than the A380 …why then is he not still qualified to fly any other multi engine jet …and does that also apply to FAA regulations as well !!!

You have a license and on that license is a ‘Type’ rating. The license remains valid permanently after the EASA changes but the Type rating needs to be revalidated every year.

Once the type rating has ‘lapsed’ you will need to do a course to renew it.

It is uncommon but not unheard of for commercial pilots to hold more than one type raring but, if you do, you’d better like the sim as each will have to be revalidated each year.

Modern airliners can be complex machines, not just the relatively easy task of flying them but the more difficult task of understanding the systems in the event of a failure. Hence we generally tend to only hold a single type rating.



Thank you for the clarification. For the annual renewal of the Type Rating, is this done by your own company TRI/TRE or is it done by the EASA exaiminers?

As a Merchant Navy officer I have renew my certificates every 5 years and are a combination of ‘short courses’ ( firefighting, lifeboat, medical aid ( advanced first aid) which are done by MCA authorised examiners, but at private exaim centres, and also on different occasion an oral exam by MCA officers. Sim courses are done every 2 years.

The majority of airlines in Europe use their own, certified, in house training departments for the sim schedules.

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