Hi Johnman,
Some issues that could be implemented into "training of pilots":
Sometimes I have the feeling that pilots think that they
have to accept ATC clearances or ATC "wishes".
Pilots are responsible for their A/C and no one else.
A pilot can gladly accept a visual approach, a high speed approach, an expedite climb or descent.
BUT, you don't have to do what ATC asks you to do if it merely suits them.
By all means, an ATC clearance out of EGLL certainly means to strictly follow the clearance. But if you are asked to fly 180kts to 6 DME and you are able to, but it's going to lead to a destabilised approach, then the onus is on the pilots not to accept that clearance.
Or just because the ATC controller offers a visual approach, it certainly doesn't mean that you are obliged to rush into it (especially if not briefed beforehand). If you are prepared to accept a visual and there is a likelihood that you'll get it, then brief the IMC approach procedure AND the visual, so that you've got the option later.
Never start an approach that is not briefed with where you want to be at what ALT, at what SPD, and with which configuration.
Pilots are responsible to make sure their A/C is maintained within a safe "cocoon" with a large safety margin.
If in doubt, carry out a missed approach AND analyse the reason for the missed approach and only then return for landing or divert.
You are in control of your A/C, not ATC. They are a service and there to provide exactly that, but you say what you want.
The best option is if pilots and ATC work as a team. That's when traffic volumes can be increased phenominally
.